[go: up one dir, main page]

US11177493B2 - Fuel cell system and vehicle - Google Patents

Fuel cell system and vehicle Download PDF

Info

Publication number
US11177493B2
US11177493B2 US16/676,933 US201916676933A US11177493B2 US 11177493 B2 US11177493 B2 US 11177493B2 US 201916676933 A US201916676933 A US 201916676933A US 11177493 B2 US11177493 B2 US 11177493B2
Authority
US
United States
Prior art keywords
fuel cell
electric power
equal
power generation
larger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US16/676,933
Other versions
US20200185744A1 (en
Inventor
Masayuki Ito
Yasushi Araki
Tomohiko Kaneko
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KANEKO, TOMOHIKO, ARAKI, YASUSHI, ITO, MASAYUKI
Publication of US20200185744A1 publication Critical patent/US20200185744A1/en
Application granted granted Critical
Publication of US11177493B2 publication Critical patent/US11177493B2/en
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/2465—Details of groupings of fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04604—Power, energy, capacity or load
    • H01M8/04611—Power, energy, capacity or load of the individual fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04865—Voltage
    • H01M8/04873—Voltage of the individual fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04865—Voltage
    • H01M8/0488—Voltage of fuel cell stacks
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04925—Power, energy, capacity or load
    • H01M8/0494—Power, energy, capacity or load of fuel cell stacks
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/241—Grouping of fuel cells, e.g. stacking of fuel cells with solid or matrix-supported electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/249—Grouping of fuel cells, e.g. stacking of fuel cells comprising two or more groupings of fuel cells, e.g. modular assemblies
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M2008/1095—Fuel cells with polymeric electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04097—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with recycling of the reactants
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the disclosure relates to a fuel cell system and a vehicle.
  • the opening circuit voltage has been held within the target range for a long time in the state where electric power generation is suspended as described above, the amount of electric power consumed by a supply device that supplies reactive gas to the fuel cell increases.
  • the disclosure provides a fuel cell system that restrains the amount of electric power consumption from increasing while ensuring responsiveness to the required output.
  • An aspect of the disclosure relates to a fuel cell system that is equipped with a fuel cell unit that is composed of a plurality of fuel cells including a first fuel cell and a second fuel cell, a first supply device and a second supply device that supply reactive gas to the first fuel cell and the second fuel cell respectively, and a control device that controls running of the first fuel cell and the second fuel cell and operation of the first supply device and the second supply device.
  • the control device is configured to suspend electric power generation by the first fuel cell and drive the first supply device to hold an opening circuit voltage of the first fuel cell within a target range, and suspend electric power generation by the second fuel cell and stop driving the second supply device when an output P required of the fuel cell unit is equal to 0.
  • the electric power generation by the first fuel cell is suspended, and the opening circuit voltage thereof is held within the target range, so responsiveness of the output of the first fuel cell in resuming electric power generation can be secured.
  • the electric power generation by the second fuel cell is suspended, and the driving of the second supply device is stopped, so the amount of electric power consumed by the second supply device to hold the opening circuit voltage of the second fuel cell within the target range can be reduced.
  • a threshold H may be larger than 0, and the control device may be configured to cause the electric power generation by the first fuel cell and suspend the electric power generation by the second fuel cell when P is larger than 0 and equal to or smaller than H, and cause the electric power generation by the first fuel cell and the second fuel cell when P is larger than H.
  • the control device may be configured to cause the electric power generation by the first fuel cell and the second fuel cell when P is larger than 0.
  • a threshold L may be equal to or larger than 0 and smaller than H
  • the control device may be configured to drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when P is larger than L and equal to or smaller than H.
  • a threshold L may be larger than 0 and equal to or smaller than H, and the control device may be configured to suspend the electric power generation by the second fuel cell and stop driving the second supply device when P is larger than 0 and equal to or smaller than L.
  • the fuel cell system may be further equipped with a secondary battery.
  • a threshold TL is smaller than a threshold TH.
  • the control device may be configured to regard P as equal to 0 when a total output TP required of the entire fuel cell system is equal to or smaller than TH, suspend the electric power generation by the first fuel cell and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range, and suspend the electric power generation by the second fuel cell and stop driving the second supply device when TP is equal to or smaller than TL, and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range and drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when TP is larger than TL and equal to or smaller than TH.
  • a lower limit of the target range of the opening circuit voltage of the first fuel cell may be higher when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
  • the target range of the opening circuit voltage of the first fuel cell may be wider when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
  • An average of thicknesses of a plurality of electrolytic membranes included in the first fuel cell may be larger than an average of thicknesses of a plurality of electrolytic membranes included in the second fuel cell.
  • a rated output of the first fuel cell may be larger than a rated output of the second fuel cell.
  • the control device may be configured to drive the second supply device to scavenge the second fuel cell when water remaining in the second fuel cell can freeze with the electric power generation by the second fuel cell suspended and with driving of the second supply device stopped.
  • a second aspect of the disclosure relates to a vehicle that comprises the fuel cell unit, the first supply device, the second supply device, and the control device according to the first aspect.
  • a fuel cell system that restrains the amount of electric power consumption from increasing while ensuring responsiveness to a required output can be provided.
  • FIG. 1 is a configuration view of a fuel cell system that is mounted in a vehicle
  • FIG. 2 is a flowchart showing an example of control in the first embodiment
  • FIG. 3 is a timing chart showing an example of control in the first embodiment
  • FIG. 4 is a flowchart showing the control of the second embodiment
  • FIG. 5 is a timing chart showing the control of the second embodiment
  • FIG. 6 is a flowchart showing the control of the third embodiment
  • FIG. 7 is a timing chart showing the control of the third embodiment
  • FIG. 8 is a flowchart showing the control of the fourth embodiment
  • FIG. 9 is a timing chart showing the control of the fourth embodiment.
  • FIG. 10 is a flowchart showing the control of the fifth embodiment
  • FIG. 11 is a timing chart showing the control of the fifth embodiment
  • FIG. 12A is an illustrative view of upper limits and lower limits of opening circuit voltages of fuel cells in the sixth embodiment
  • FIG. 12B is an illustrative view of the upper limits and the lower limits of the opening circuit voltages of the fuel cells in the sixth embodiment
  • FIG. 12C is an illustrative view of upper limits and lower limits of opening circuit voltages of a fuel cell in the seventh embodiment
  • FIG. 12D is an illustrative view of the upper limits and the lower limits of the opening circuit voltages of the fuel cells in the seventh embodiment
  • FIG. 13A is an illustrative view of a fuel cell in a first modification example
  • FIG. 13B is an illustrative view of a fuel cell in the first modification example
  • FIG. 14 exemplifies how respective opening circuit voltages of the fuel cells change when the opening circuit voltages are controlled to be held within the same target range under the same condition
  • FIG. 15A is an illustrative view of fuel cells in the second modification example.
  • FIG. 15B is an illustrative view of fuel cells in the third modification example.
  • FIG. 1 is a configuration view of a fuel cell system 1 mounted in a vehicle.
  • the fuel cell system 1 includes two control systems (hereinafter referred to simply as systems) 2 a and 2 b , and an electronic control unit (an ECU) 3 .
  • the systems 2 a and 2 b include fuel cells (hereinafter referred to as FC's) 4 a and 4 b , secondary batteries (hereinafter referred to as BAT's) 8 a and 8 b , cathode gas supply systems 10 a and 10 b , anode gas supply systems 20 a and 20 b , and electric power control systems 30 a and 30 b respectively.
  • FC's fuel cells
  • BAT's secondary batteries
  • the systems 2 a and 2 b include cooling systems (not shown) that cool the FC's 4 a and 4 b by circulating coolant therethrough.
  • the vehicle is equipped with a motor 50 for running, wheels 5 , and an accelerator depression amount sensor 6 .
  • Each of the FC's 4 a and 4 b is a fuel cell that generates electric power upon being supplied with cathode gas and anode gas.
  • Each of the FC's 4 a and 4 b is obtained by stacking a plurality of solid polyelectrolyte-type single cells on one another.
  • the FC's 4 a and 4 b are identical to each other, and have the same rated output, but the disclosure is not limited thereto.
  • the FC's 4 a and 4 b are an example of the fuel cell unit, and are also examples of the first fuel cell and the second fuel cell respectively.
  • the cathode gas supply systems 10 a and 10 b are examples of the first supply device and the second supply device that supply the air containing oxygen as cathode gas to the FC's 4 a and 4 b respectively.
  • the cathode gas supply systems 10 a and 10 b include supply pipes 11 a and 11 b , discharge pipes 12 a and 12 b , bypass pipes 13 a and 13 b , air compressors 14 a and 14 b , bypass valves 15 a and 15 b , intercoolers 16 a and 16 b , and back pressure valves 17 a and 17 b , respectively.
  • the supply pipes 11 a and 11 b are connected to cathode inlet manifolds of the FC's 4 a and 4 b respectively.
  • the discharge pipes 12 a and 12 b are connected to cathode outlet manifolds of the FC's 4 a and 4 b respectively.
  • the bypass pipe 13 a establishes communication between the supply pipe 11 a and the discharge pipe 12 a .
  • the bypass pipe 13 b also establishes communication between the supply pipe lib and the discharge pipe 12 b .
  • the bypass valve 15 a is provided in a connection region between the supply pipe 11 a and the bypass pipe 13 a .
  • the bypass valve 15 b is provided in a connection region between the supply pipe 11 b and the bypass pipe 13 b .
  • the bypass valve 15 a changes over the state of communication between the supply pipe 11 a and the bypass pipe 13 a .
  • the bypass valve 15 b changes over the state of communication between the supply pipe 11 b and the bypass pipe 13 b .
  • the air compressor 14 a , the bypass valve 15 a , and the intercooler 16 a are arranged on the supply pipe 11 a sequentially from an upstream side thereof.
  • the back pressure valve 17 a is arranged on the discharge pipe 12 a , upstream of a connection region between the discharge pipe 12 a and the bypass pipe 13 a .
  • the air compressor 14 b , the bypass valve 15 b , and the intercooler 16 b are arranged on the supply pipe 11 b sequentially from an upstream side thereof.
  • the back pressure valve 17 b is arranged on the discharge pipe 12 b , upstream of a connection region between the discharge pipe 12 b and the bypass pipe 13 b.
  • the air compressors 14 a and 14 b supply the air containing oxygen as cathode gas to the FC's 4 a and 4 b via the supply pipes 11 a and 11 b respectively.
  • the cathode gas supplied to the FC's 4 a and 4 b is discharged via the discharge pipes 12 a and 12 b respectively.
  • the intercoolers 16 a and 16 b cool the cathode gas supplied to the FC's 4 a and 4 b respectively.
  • the back pressure valves 17 a and 17 b adjust back pressures of cathode sides of the FC's 4 a and 4 b respectively.
  • the anode gas supply systems 20 a and 20 b are examples of the first supply device and the second supply device that supply hydrogen gas as anode gas to the FC's 4 a and 4 b respectively.
  • the anode gas supply systems 20 a and 20 b include tanks 20 Ta and 20 Tb, supply pipes 21 a and 21 b , discharge pipes 22 a and 22 b , circulation pipes 23 a and 23 b , tank valves 24 a and 24 b , pressure adjusting valves 25 a and 25 b , injectors (hereinafter referred to as INJ's) 26 a and 26 b , gas-liquid separators 27 a and 27 b , drain valves 28 a and 28 b , and hydrogen circulation pumps (hereinafter referred to as HP's) 29 a and 29 b , respectively.
  • INJ's injectors
  • HP's hydrogen circulation pumps
  • the tank 20 Ta and an anode inlet manifold of the FC 4 a are connected to each other by the supply pipe 21 a .
  • the tank 20 Tb and an anode inlet manifold of the FC 4 b are connected to each other by the supply pipe 21 b .
  • Hydrogen gas as anode gas is stored in the tanks 20 Ta and 20 Tb.
  • the discharge pipes 22 a and 22 b are connected to anode outlet manifolds of the FC's 4 a and 4 b respectively.
  • the circulation pipes 23 a and 23 b establish communication between the gas-liquid separators 27 a and 27 b and the supply pipes 21 a and 21 b respectively.
  • the tank valve 24 a , the pressure adjusting valve 25 a , and the INJ 26 a are arranged sequentially from an upstream side of the supply pipe 21 a .
  • the opening degree of the pressure adjusting valve 25 a is adjusted, and the INJ 26 a injects anode gas, with the tank valve 24 a open.
  • anode gas is supplied to the FC 4 a .
  • the driving of the tank valve 24 a , the pressure adjusting valve 25 a , and the INJ 26 a is controlled by the ECU 3 .
  • the gas-liquid separator 27 a and the drain valve 28 a are arranged in the discharge pipe 22 a sequentially from an upstream side thereof.
  • the gas-liquid separator 27 a separates water from the anode gas discharged from the FC 4 a , and stores the water.
  • the water stored in the gas-liquid separator 27 a is discharged to the outside of the fuel cell system 1 via the discharge pipe 22 a , through the opening of the drain valve 28 a .
  • the driving of the drain valve 28 a is controlled by the ECU 3 . The same holds true for the gas-liquid separator 27 b and the drain valve 28 b.
  • the circulation pipe 23 a is a pipeline for recirculating anode gas to the FC 4 a .
  • An upstream end portion of the circulation pipe 23 a is connected to the circulation pipe 23 a .
  • the HP 29 a is arranged in the circulation pipe 23 a .
  • the anode gas discharged from the FC 4 a is appropriately pressurized by the HP 29 a , and is introduced to the supply pipe 21 a .
  • the driving of the HP 29 a is controlled by the ECU 3 . The same holds true for the circulation pipe 23 b and the HP 29 b.
  • the electric power control systems 30 a and 30 b include fuel cell DC/DC converters (hereinafter referred to as FDC's) 32 a and 32 b , battery DC/DC converters (hereinafter referred to as BDC's) 34 a and 34 b , and auxiliary inverters (hereinafter referred to as AINV's) 39 a and 39 b , respectively.
  • FDC's fuel cell DC/DC converters
  • BDC's battery DC/DC converters
  • AINV's auxiliary inverters
  • Each of the FDC's 32 a and 32 b adjusts a DC electric power from each of the FC's 4 a and 4 b , and outputs it to the MINV 38 .
  • Each of the BDC's 34 a and 34 b adjusts a DC electric power from each of the BAT's 8 a and 8 b , and outputs it to the MINV 38 .
  • the electric power generated by each of the FC's 4 a and 4 b can be stored in each of the BAT's 8 a and 8 b .
  • the MINV 38 converts the input DC electric power into a three-phase AC electric power, and supplies it to the motor 50 .
  • the motor 50 drives the wheels 5 to cause the vehicle to run.
  • the electric power of the FC 4 a and the electric power of the BAT 8 a can be supplied to load devices other than the motor 50 , via the AINV 39 a .
  • the electric power of the FC 4 b and the electric power of the BAT 8 b can be supplied to the load devices via the AINV 39 b .
  • the load devices include auxiliaries for the FC's 4 a and 4 b and auxiliaries for the vehicle, in addition to the motor 50 .
  • the auxiliaries for the FC's 4 a and 4 b include the above-mentioned air compressors 14 a and 14 b , the above-mentioned bypass valves 15 a and 15 b , the above-mentioned back pressure valves 17 a and 17 b , the above-mentioned tank valves 24 a and 24 b , the above-mentioned pressure adjusting valves 25 a and 25 b , the above-mentioned INJ's 26 a and 26 b , the above-mentioned drain valves 28 a and 28 b , and the above-mentioned HP's 29 a and 29 b , respectively.
  • the auxiliaries for the vehicle include, for example, an air-conditioning device, a lighting device, a hazard lamp, and the like.
  • the ECU 3 includes a central processing unit (a CPU), a read only memory (a ROM), and a random access memory (a RAM).
  • the accelerator depression amount sensor 6 , an ignition switch 7 , the air compressors 14 a and 14 b , the bypass valves 15 a and 15 b , the back pressure valves 17 a and 17 b , the tank valves 24 a and 24 b , the pressure adjusting valves 25 a and 25 b , the INJ's 26 a and 26 b , the drain valves 28 a and 28 b , the FDC's 32 a and 32 b , and the BDC's 34 a and 34 b are electrically connected to the ECU 3 .
  • the ECU 3 calculates an output P required of the entire FC's 4 a and 4 b , based on a detection value of the accelerator depression amount sensor 6 , driving states of the above-mentioned auxiliaries for the vehicle and the above-mentioned auxiliaries for the FC's 4 a and 4 b , the electric power stored in the BAT's 8 a and 8 b , and the like. Besides, the ECU 3 controls the auxiliaries for the FC's 4 a and 4 b and the like in accordance with the required output P, and controls the total electric power generated by the FC's 4 a and 4 b .
  • the required output P is an output that is required of the fuel cell unit that is composed of the plurality of the fuel cells, and does not include an output that is required of the components other than the fuel cells, such as the BAT's 8 a and 8 b and the like.
  • the ECU 3 changes over control modes for controlling the systems 2 a and 2 b respectively, in accordance with a magnitude of the required output P.
  • the system 2 a is controlled in an electric power generation mode or a holding mode
  • the system 2 b is controlled in one of the electric power generation mode, the holding mode, and an electric power saving mode.
  • the magnitude of the required output P is determined by being compared with thresholds L and H determined in advance. A relationship: L ⁇ H is established between these thresholds.
  • the system 2 b is controlled in a scavenging mode when a scavenging condition for the FC 4 b is fulfilled.
  • the running of the FC's 4 a and 4 b and the operation of the cathode gas supply systems 10 a and 10 b and the anode gas supply systems 20 a and 20 b are controlled in accordance with these control modes.
  • the ECU 3 When the control mode of the system 2 a is changed over to the electric power generation mode, the ECU 3 causes electric power generation by the FC 4 a , and controls the cathode gas supply system 10 a and the anode gas supply system 20 a to adjust the flow rates of anode gas and cathode gas that are supplied to the FC 4 a .
  • the generation of electric power by the FC 4 a is realized by supplying cathode gas and anode gas to the FC 4 a and electrically connecting the FC 4 a to the load devices through the use of a switch provided inside the FDC 32 a .
  • the flow rates of cathode gas and anode gas that are supplied to the FC's 4 a and 4 b are adjusted such that a total output of the FC's 4 a and 4 b becomes equal to the required output P when both the systems 2 a and 2 b are controlled in the electric power generation mode, and the flow rates of cathode gas and anode gas that are supplied to the FC 4 a are adjusted such that the output of the FC 4 a becomes equal to the required output P when only the system 2 a is controlled in the electric power generation mode.
  • the ECU 3 suspends electric power generation by FC 4 a , and holds the opening circuit voltage of the FC 4 a within a target range.
  • the suspension of electric power generation by the FC 4 a is realized by electrically disconnecting the FC 4 a from the load devices through the use of a switch provided inside the FDC 32 a .
  • the opening circuit voltage of the FC 4 a is held within the target range by adjusting the supply amounts of cathode gas and anode gas that are supplied to the FC 4 a .
  • a cathode catalyst may elute when the opening circuit voltage is too high, and the output responsiveness in resuming electric power generation may fall when the opening circuit voltage is too low. Therefore, an upper limit and a lower limit of the target range are determined in consideration of this point.
  • the opening circuit voltage of the FC 4 a is held within the target range as follows.
  • the control mode of the system 2 a is changed over to the holding mode, electric power generation by the FC 4 a is suspended, anode gas is stopped from being supplied to the FC 4 a once having been sufficiently supplied thereto, and the flow rate of cathode gas that is supplied to the FC 4 a is adjusted such that the concentration of oxygen in a cathode electrode of the FC 4 a becomes lower than in the case of the electric power generation mode.
  • the concentration of oxygen in the cathode electrode of the FC 4 a gradually falls with time due to so-called cross leak, and the opening circuit voltage of the FC 4 a also gradually falls and becomes lower than the lower limit again.
  • Cross leak is a phenomenon of the penetration of hydrogen from an anode electrode side to the cathode electrode side via electrolytic membranes.
  • hydrogen and oxygen react with each other to produce water on the cathode electrode side, and the concentration of oxygen on the cathode electrode side falls.
  • the concentration of oxygen in the cathode electrode of the FC 4 a falls and the opening circuit voltage of the FC 4 a becomes lower than the lower limit of the target range, the flow rate of cathode gas that is supplied to the FC 4 a by the cathode gas supply system 10 a is increased.
  • the concentration of oxygen in the cathode electrode of the FC 4 a rises, and the opening circuit voltage of the FC 4 a rises.
  • the opening circuit voltage of the FC 4 a becomes higher than the upper limit of the target range, the flow rate of cathode gas that is supplied to the FC 4 a by the cathode gas supply system 10 a is reduced.
  • the concentration of oxygen in the cathode electrode of the FC 4 a is restrained from rising, and the opening circuit voltage of the FC 4 a is restrained from rising.
  • the opening circuit voltage of the FC 4 a is held within the target range through the changeover of the flow rate of cathode gas to the FC 4 a by the cathode gas supply system 10 a .
  • the changeover in the flow rate of cathode gas in the cathode gas supply system 10 a is controlled by adjusting the opening degree of the bypass valve 15 a , but the disclosure is not limited thereto.
  • the flow rate of cathode gas may be controlled by adjusting at least one of the rotational speed of the air compressor 14 a , the opening degree of the bypass valve 15 a , and the opening degree of the back pressure valve 17 a.
  • the flow rate of anode gas is not changed over as often as the flow rate of cathode gas.
  • a predetermined amount of anode gas is injected from the injector 26 a when the detection value of a hydrogen concentration sensor provided in a path through which anode gas circulates, for example, the circulation pipe 23 a or the like becomes lower than a predetermined value, or when the detection value of a pressure sensor provided in the path through which anode gas circulates becomes lower than a predetermined value.
  • the concentration of hydrogen in the anode electrode is held high.
  • the electric power for driving the cathode gas supply system 10 a and the anode gas supply system 20 a in the holding mode is supplied from at least one of the BAT's 8 a and 8 b .
  • the opening circuit voltage of the FC 4 b is held within the target range according to a method similar to the above-mentioned one.
  • the electric power for driving the cathode gas supply system 10 a and the anode gas supply system 20 a may be supplied from the FC 4 b .
  • the electric power for driving the cathode gas supply system 10 b and the anode gas supply system 20 b may be supplied from the FC 4 a.
  • the control mode of the system 2 a is not changed over to the electric power saving mode, but the control mode of the system 2 b is changed over to the electric power saving mode.
  • the ECU 3 suspends electric power generation by the FC 4 b , and stops driving the cathode gas supply system 10 b and the anode gas supply system 20 b . That is, cathode gas and anode gas are stopped from being supplied to the FC 4 b .
  • the amount of electric power consumed in the holding mode by driving the cathode gas supply system 10 b and the anode gas supply system 20 b can be made smaller than in the case where the system 2 b is controlled in the above-mentioned holding mode.
  • anode gas is continuously supplied to the FC 4 b in such a manner as to compensate for the consumption of hydrogen by cross leak as described previously.
  • such consumption of hydrogen is suppressed, and hence, the amount of fuel consumption can also be reduced.
  • the ECU 3 changes over the control mode of the system 2 b to the scavenging mode when the scavenging condition for the FC 4 b is fulfilled.
  • the ECU 3 drives at least one of the cathode gas supply system 10 b and the anode gas supply system 20 b in such a manner as to drain remaining water from at least one of a cathode gas flow channel and an anode gas flow channel in the FC 4 b , with electric power generation by the FC 4 b suspended.
  • remaining water is drained from the anode gas flow channel in the FC 4 b by driving the HP 29 b for a predetermined period and circulating the gas remaining in the circulation pipe 23 b and the like to this anode gas flow channel.
  • remaining water may be drained from the anode gas flow channel in the FC 4 b by driving the INJ 26 b for a predetermined period instead of the HP 29 b .
  • FIG. 2 is a flowchart showing an example of the control in the first embodiment.
  • the control shown in FIG. 2 is repeatedly performed.
  • FIG. 3 is a timing chart showing the example of the control in the first embodiment.
  • FIG. 3 shows how the required output P changes, and how the control modes of the systems 2 a and 2 b change.
  • the ECU 3 determines whether or not P is larger than H (step S 1 ).
  • the threshold H is set equal to a required output with the vehicle in a running state such as running at a relatively high speed, running uphill, running with heavy luggage carried, or the like.
  • step S 2 the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S 2 ). That is, the ECU 3 can cause electric power generation by both the FC's 4 a and 4 b , and secure the high required output P.
  • the ECU 3 determines whether or not P is larger than L and equal to or smaller than H (step S 3 ).
  • the threshold L is set equal to a required output with the vehicle in a running state such as running at a relatively low speed, or a required output with the amount of electric power consumed by the auxiliaries for the vehicle relatively large even when the vehicle is stopped.
  • the amount of electric power consumed by the auxiliaries for the vehicle is relatively large, for example, in the case where the vehicle is a private vehicle or a bus and there is a great difference between an outside air temperature and a set temperature of the air-conditioning device, or in the case where the vehicle is a refrigerator vehicle or a freezer vehicle and a refrigeration facility for a container is in operation.
  • step S 3 If P is larger than L and equal to or smaller than H (Yes in step S 3 ), the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the holding mode (step S 4 , at a timing t 1 ). Electric power generation by the FC 4 a is continued, so the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be secured as described above. Besides, the opening circuit voltage is held as it is although electric power generation by the FC 4 b is suspended.
  • step S 5 the ECU 3 determines whether or not P is larger than 0 and equal to or smaller than L. If P is larger than 0 and equal to or smaller than L (Yes in step S 5 ), the ECU 3 continues to control the system 2 a in the electric power generation mode, and controls the system 2 b in the electric power saving mode (step S 6 , at a timing t 2 ). The system 2 a remains in the electric power generation mode, so the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be secured.
  • the system 2 b is in the electric power saving mode, so the amount of electric power consumed to control the system 2 b in the holding mode is reduced. Furthermore, the system 2 b is controlled in the electric power generation mode when P is larger than H as described above. It is therefore unlikely that the required output P will rapidly increase and become larger than the threshold H from a state where P is larger than 0 and equal to or smaller than L, and that the control mode of the system 2 b will be changed over from the electric power saving mode to the electric power generation mode without the intermediary of the holding mode. Therefore, when P is larger than 0 and equal to or smaller than L, the occurrence of problems can be suppressed even in the case where the system 2 b is controlled in the electric power saving mode instead of being controlled in the holding mode.
  • step S 5 If P is not larger than 0 or not equal to or smaller than L (No in step S 5 ), namely, if P is equal to 0, the ECU 3 controls the system 2 a in the holding mode, and continues to control the system 2 b in the electric power saving mode (step S 7 , at a timing t 3 ).
  • P the remaining amount of the electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, and an amount of electric power consumed by the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged.
  • the vehicle when P is equal to 0, the vehicle is stopped, runs in a decelerating manner, runs downhill, etc., the air-conditioning device and the refrigeration facility of the vehicle are stopped, and only the lighting device is lit up.
  • the system 2 a is controlled in the holding mode. Therefore, even when the required output P has increased, electric power generation by the FC 4 a can be resumed with good output responsiveness.
  • P when P is equal to 0, it is unlikely that the required output P will rapidly increase and become larger than the threshold H. Therefore, the amount of electric power consumed to control the system 2 b in the holding mode is reduced, and the amount of fuel consumption is also reduced, by continuing to control the system 2 b in the electric power saving mode even in this state.
  • step S 6 or step S 7 is carried out, and the system 2 b is controlled in the electric power saving mode. Therefore, when P has remained equal to or smaller than L for a long time, there is a great effect of reducing the amount of electric power consumed in controlling the system 2 b in the holding mode.
  • step S 4 or step S 6 is carried out, and the system 2 a is controlled in the electric power generation mode, but the system 2 b is controlled in the holding mode or the electric power saving mode. Therefore, the cumulative period of electric power generation by the FC 4 b is shorter than the cumulative period of electric power generation by the FC 4 a , and the aging of the FC 4 b is restrained from progressing. Thus, the output performance of the FC 4 b can be restrained from deteriorating. For example, in performing the operation of repairing the fuel cell system 1 , an operator can efficiently proceed with the operation on the assumption that the output performance of the FC 4 a is more likely to have deteriorated than the output performance of the FC 4 b.
  • the ECU 3 determines whether or not the scavenging condition for the FC 4 b is fulfilled (step S 8 ).
  • the scavenging condition for the FC 4 b is fulfilled when the water remaining in the FC 4 b can freeze after the start of the control of the system 2 b in the electric power saving mode.
  • the scavenging condition for the FC 4 b is fulfilled when the outside air temperature has remained, for example, equal to or lower than a predetermined temperature for a predetermined time since the start of the control of the system 2 b in the electric power saving mode.
  • the ECU 3 may estimate the outside air temperature based on, for example, the temperature of coolant for cooling the FC's 4 a and 4 b , or a detection value of a temperature sensor that detects the outside air temperature may be used as the outside air temperature.
  • the predetermined temperature may be 0° C. at which the water remaining in the FC 4 b is likely to freeze, or a temperature that is higher than 0° C. by a predetermined margin in consideration of changes in the outside air temperature, for example, a temperature between 1° C. and 5° C.
  • the predetermined time is, for example, 10 minutes, one hour, three hours, or the like, and is appropriately set in accordance with a putative environment of usage of the vehicle.
  • cathode gas and anode gas are not supplied to the FC 4 b , so the remaining water may freeze in at least one of the cathode gas flow channel and the anode gas flow channel in the FC 4 b and may affect the output performance at the time of the resumption of electric power generation by the FC 4 b.
  • the ECU 3 controls the system 2 b in the scavenging mode (step S 9 , at a timing t 4 ).
  • the remaining water can be restrained from freezing in the FC 4 b .
  • the electric power resulting from the establishment of the scavenging mode is supplied from at least one of the BAT's 8 a and 8 b .
  • the scavenging mode is continuously carried out for a predetermined time, and the scavenging mode is stopped after the lapse of the predetermined time (at a timing t 5 ).
  • the ECU 3 ends the present control and carries out the processing steps starting from step S 1 again.
  • the electric power resulting from the establishment of the scavenging mode may be supplied from the FC 4 a of the system 2 a that is controlled in the electric power generation mode.
  • the scavenging mode is established only when the system 2 b remains in the electric power saving mode and the outside air temperature has remained equal to or lower than the predetermined temperature for the predetermined time. That is, the scavenging mode is established only on limited occasions.
  • the scavenging mode may not be established. This is because the control mode of the system 2 b is likely to be changed over to the electric power generation mode, and the remaining water is unlikely to freeze in the FC 4 b when the system 2 b is controlled in the holding mode. For the same reason, the scavenging mode is not established when the system 2 a is controlled in the holding mode.
  • steps S 8 and S 9 may be carried out only if the result of the determination in step S 5 is No, namely, only if the system 2 a is controlled in the holding mode and the system 2 b is controlled in the electric power saving mode (step S 7 ). That is, as long as the system 2 a is in the electric power generation mode, the FC 4 b may not be scavenged even when the system 2 b is in the electric power saving mode.
  • the remaining water may be restrained from freezing in the FC 4 b as long as the FC 4 a generates electric power in the case of, for example, a configuration in which the FC's 4 a and 4 b are arranged so close to each other as to transfer the heat resulting from electric power generation by the FC 4 a to the FC 4 b , or a configuration in which the coolant that has received the heat resulting from electric power generation by the FC 4 a flows through the interior of the FC 4 b before passing through a radiator.
  • the establishment of the scavenging mode during the establishment of the electric power saving mode is not indispensable.
  • P is often considered to be equal to 0 immediately before an ignition is changed over from its on state to its off state.
  • the system 2 b may be controlled in the scavenging mode after detecting that the ignition is off.
  • FIG. 4 is a flowchart showing the control of the second embodiment.
  • FIG. 5 is a timing chart showing the control of the second embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted.
  • the changes in the required output P shown in FIG. 5 are the same as exemplified in FIG. 3 , for the sake of easy understanding.
  • FIG. 5 shows a case where the scavenging mode is not established, unlike FIG. 3 .
  • the above-mentioned threshold L is not used, and steps S 3 , S 5 , and S 6 are not carried out. That is, step S 6 is not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the electric power saving mode.
  • the control of the second embodiment is identical to the control in the case where the threshold L used in the first embodiment is set equal to 0.
  • step S 3 a the ECU 3 determines whether or not P is larger than 0 and equal to or smaller than H. If P is larger than 0 and equal to or smaller than H (Yes in step S 3 a ), the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the holding mode (step S 4 , at the timing t 1 ).
  • step S 3 a If P is not larger than 0 or not equal to or smaller than H (No in step S 3 a ), namely, if P is, equal to 0, the ECU 3 controls the system 2 a in the holding mode, and controls the system 2 b in the electric power saving mode (step S 7 , at the timing t 3 ).
  • the range of the required output P where the system 2 b is controlled in the electric power saving mode is narrower than in the first embodiment, but the range of the required output P where the system 2 b is controlled in the holding mode is wider than in the first embodiment. Therefore, electric power generation by the FC 4 b can be resumed with good output responsiveness, for example, even when the required output P rapidly increases from a value close to 0 and exceeds the threshold H.
  • FIG. 6 is a flowchart showing the control of the third embodiment.
  • FIG. 7 is a timing chart showing the control of the third embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 7 are the same as exemplified in FIG. 3 , for the sake of easy understanding.
  • FIG. 7 shows a case where the scavenging mode is not established, unlike FIG. 3 .
  • the above-mentioned threshold L is not used, and steps S 3 , S 4 , and S 5 are not carried out, and step S 3 a of the second embodiment is carried out. That is, step S 4 is not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the holding mode.
  • the control of the third embodiment is identical to the control in the case where the threshold L used in the first embodiment is set equal to the threshold H.
  • step S 6 the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the electric power saving mode (step S 6 , at the timing t 1 ).
  • the system 2 b is not controlled in the holding mode, and is controlled in the electric power saving mode when the system 2 b is not controlled in the electric power generation mode.
  • the system 2 b is not controlled in the holding mode, so the amount of electric power consumed in the holding mode and the amount of fuel consumed in the holding mode are reduced.
  • FIG. 8 is a flowchart showing the control of the fourth embodiment.
  • FIG. 9 is a timing chart showing the control of the fourth embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 9 are the same as exemplified in FIG. 3 , for the sake of easy understanding.
  • FIG. 9 shows a case where the scavenging mode is not established, unlike FIG. 3 .
  • the above-mentioned thresholds L and H are not used, and steps S 1 , S 3 , S 3 a , S 4 , S 5 , and S 6 are not carried out. Steps S 4 and S 6 are not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the holding mode or the electric power saving mode.
  • the ECU 3 determines whether or not P is larger than 0 (step S 1 b ). If P is larger than 0, the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S 2 ). If P is not larger than 0, namely, if P is equal to 0, the ECU 3 controls the system 2 a in the holding mode, and controls the system 2 b in the electric power saving mode (step S 7 , at the timing t 3 ). That is, in the fourth embodiment as well as the third embodiment, the system 2 b is not controlled in the holding mode, so the amount of electric power consumed in the holding mode is reduced.
  • the FC 4 a can resume electric power generation with good responsiveness, and the output responsiveness to the required output P is restrained from being delayed.
  • FIG. 10 is a flowchart showing the control of the fifth embodiment.
  • FIG. 11 is a timing chart showing the control of the fifth embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 11 are the same as exemplified in FIG. 3 , for the sake of easy understanding.
  • FIG. 11 shows a case where the scavenging mode is not established, unlike FIG. 3 .
  • the above-mentioned thresholds H and L are not used, and the required output P, a total required output TP, and thresholds TL and TH are used.
  • the total required output TP is an output that is required of the entirety of the FC's 4 a and 4 b and the BAT's 8 a and 8 b .
  • the required output P is an output that is required of the fuel cell unit that is composed of the plurality of the fuel cells, and does not include an output that is required of the components other than the fuel cells, such as the BAT's 8 a and 8 b and the like, as described above, but that the total output TP required of the entire fuel cell system is different from the required output P in including the output that is required of the components other than the fuel cells, such as the BAT 8 a and the like.
  • the thresholds TL and TH are used to change over the control mode in accordance with the magnitude of the total required output TP, and TH is larger than TL. If TH is equal to or larger than TP, the ECU 3 regards P as equal to 0.
  • the ECU 3 regards P as unequal to 0, and calculates the required output P based on the detection value of the accelerator depression amount sensor 6 , the electric power stored in the BAT's 8 a and 8 b , and the like as described above.
  • the above-mentioned steps S 1 , S 3 , S 3 a , S 4 , S 5 , and S 6 are not carried out.
  • the ECU 3 determines whether or not P is larger than 0 (step S 1 b ). If P is larger than 0, the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S 2 ). If P is not larger than 0, the ECU 3 determines whether or not TP is larger than TL and equal to or smaller than TH (step S 3 b ).
  • the threshold TH is set equal to the total required output TP at which the remaining amount of electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, and the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged, as in the aforementioned case where P is equal to 0.
  • P is equal to 0.
  • the vehicle is stopped, runs in a decelerating manner, or runs downhill, the refrigerator facility and the like of the vehicle are stopped, and only the air-conditioning device is not driven at an exclusively high load.
  • the threshold TL is set equal to the total required output TP at which the remaining amount of electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged.
  • the vehicle is stopped, runs in a decelerating manner, or runs downhill, many of the auxiliaries for the vehicle are stopped, and only the lighting device of the vehicle is lit up.
  • step S 3 b If TP is larger than TL and equal to or smaller than TH (Yes in step S 3 b ), the ECU 3 controls both the systems 2 a and 2 b in the holding mode (step S 4 b , at the timing t 3 ).
  • step S 4 b the timing t 3 .
  • step S 7 at a timing t 4 b .
  • the upper limit and lower limit of the opening circuit voltage of the FC 4 a in the case where both the systems 2 a and 2 b are controlled in the holding mode are equal to the upper limit and lower limit of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode, respectively.
  • FIGS. 12A and 12B are illustrative views of the upper limits and lower limits of the opening circuit voltages of the FC's 4 a and 4 b in the sixth embodiment.
  • FIG. 12A is illustrative views of the upper limits and lower limits of the opening circuit voltages of the FC's 4 a and 4 b in the sixth embodiment.
  • FIG. 12A shows an upper limit VHa and a lower limit VLa of the opening circuit voltage of the FC 4 a , and an upper limit VHb and a lower limit VLb of the opening circuit voltage of the FC 4 b in the case where TP is larger than TL and equal to or smaller than TH, namely, in the case where both the systems 2 a and 2 b are controlled in the holding mode.
  • Both the upper limits VHa and VHb are equal to each other.
  • Both the lower limits VLa and VLb are also equal to each other.
  • FIG. 12B shows the upper limit VHa and a lower limit VLa 1 of the opening circuit voltage of the FC 4 a in the case where TP is equal to or smaller than TL, namely, in the case where only the system 2 a is controlled in the holding mode.
  • the upper limit VHa remains the same regardless of whether both the systems 2 a and 2 b are controlled in the holding mode or only the system 2 a is controlled in the holding mode.
  • the lower limit VLa 1 is set higher than the lower limit VLa. Accordingly, the opening circuit voltage of the FC 4 a in the state where only the system 2 a is controlled in the holding mode is held higher than the opening circuit voltage of the FC 4 a in the state where both the systems 2 a and 2 b are controlled in the holding mode.
  • both the upper limits VHa and VHb are equal to each other, but the disclosure is not limited thereto.
  • both the systems 2 a and 2 b are controlled in the electric power generation mode when P is larger than 0.
  • the system 2 a may be controlled in the electric power generation mode when P is larger than 0, and the system 2 b may be controlled in the electric power generation mode when P is larger than H as indicated in the first embodiment.
  • the system 2 b may be controlled in the electric power generation mode when P is larger than L, which is used as the above-mentioned threshold.
  • the control itself that is performed by the ECU 3 is the same as the control of the fifth embodiment as shown in FIGS. 10 and 11 .
  • the lower limit of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode is different.
  • FIGS. 12C and 12D are illustrative views of the upper limits and lower limits of the opening circuit voltages of the FC's 4 a and 4 b in the seventh embodiment.
  • the target range of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode is wider than the target range of the opening circuit voltage of the FC 4 a in the case where both the systems 2 a and 2 b are controlled in the holding mode. Accordingly, the frequency with which the flow rate of cathode gas is changed over, namely, the frequency with which the cathode gas supply system 10 a is driven in the case where only the system 2 a is controlled in the holding mode can be reduced. Thus, the amount of electric power consumed by controlling the system 2 a in the holding mode can be reduced.
  • both the upper limits VHa and VHb are equal to each other, but the disclosure is not limited thereto.
  • FIGS. 13A and 13B are illustrative views of the FC's 4 a 1 and 4 b 1 in the first modification example, respectively.
  • the FC 4 a 1 is configured by stacking a plurality of single cells 41 a on one another.
  • the FC 4 b 1 is configured by stacking a plurality of single cells 41 b on one another.
  • a thickness Ta of each of electrolytic membranes 43 a with which the single cells 41 a of the FC 4 a 1 are equipped respectively is greater than a thickness Tb of each of electrolytic membranes 43 b with which the single cells 41 b of the FC 4 b 1 are equipped respectively.
  • each of the electrolytic membranes 43 a and each of the electrolytic membranes 43 b have the same surface area S.
  • the number N of stacked single cells 41 a and the number N of stacked single cells 41 b are also equal to each other.
  • the thickness Ta is, for example, about 20 to 50 ⁇ m
  • the thickness Tb is, for example, about 5 to 15 ⁇ m, but the disclosure is not limited thereto.
  • FIG. 14 exemplifies how the opening circuit voltages of the FC's 4 a 1 and 4 b 1 change when being controlled to be held within the same target range under the same condition.
  • the speeds at which the concentration of oxygen and the concentration of hydrogen fall due to cross leak are lower in the FC 4 a 1 than in the FC 4 b 1 .
  • the speed at which the opening circuit voltage of the FC 4 a 1 falls is also lower than the speed at which the opening circuit voltage of the FC 4 b 1 falls. Accordingly, when the opening circuit voltage of only one of the FC's 4 a 1 and 4 b 1 is required to be held within the target range, it is desirable to control, in the holding mode, the system equipped with the FC 4 a 1 instead of the FC 4 b 1 .
  • the frequency with which the flow rate of cathode gas that is needed to hold the opening circuit voltage of the FC 4 a 1 is changed over can be reduced, the amount of electric power consumed by controlling the system equipped with the FC 4 a 1 in the holding mode can be reduced, and the amount of fuel consumption can also be reduced. In particular, when only the system 2 a has been controlled in the holding mode for a long time, there is a great effect of reducing the amount of electric power consumption and the amount of fuel consumption.
  • the thicknesses of the plurality of the electrolytic membranes 43 a with which the FC 4 a 1 is equipped may not necessarily be all equal to one another.
  • the thicknesses of the plurality of the electrolytic membranes 43 b with which the FC 4 a 2 is equipped may not necessarily be all equal to one another. That is, there is no problem as long as the average of the thicknesses of the plurality of the electrolytic membranes with which the FC 4 a 1 is equipped is larger than the average of the thicknesses of the plurality of the electrolytic membranes with which the FC 4 a 2 is equipped.
  • the average of the thicknesses of the electrolytic membranes can be calculated by dividing a total value of the thicknesses of the electrolytic membranes 43 a with which the FC 4 a 1 is equipped by the number of stacked single cells 41 a . The same holds true for the FC 4 b 1 .
  • FIG. 15A is an illustrative view of the FC's 4 a 2 and 4 b in the second modification example.
  • the FC's 4 a 2 and 4 b are each composed of a plurality of identical single cells 41 , but the number Na of stacked single cells 41 in the FC 4 a 2 is larger than the number N of stacked single cells 41 in the FC 4 b . Accordingly, the rated output of the FC 4 a 2 is larger than the rated output of the FC 4 b.
  • the responsiveness of the output of the FC 4 a 2 whose rated output is large can be secured, and electric power generation by the FC 4 a 2 can be resumed with better output responsiveness.
  • the range of the required output P that can be coped with by the output of only the FC 4 a 2 can be secured, and the range of the required output P where the system 2 a is controlled to the electric power generation mode and the system 2 b is controlled to a mode other than the electric power generation mode can be enlarged.
  • the rated output is an electric power that can be continuously output by a fuel cell for a predetermined time.
  • the rated output may be a maximum electric power that can be continuously output for a short time such as 10 seconds or the like, or a maximum electric power that can be continuously output for a long time such as one hour or more or the like.
  • FIG. 15B is an illustrative view of the FC's 4 a and 4 b 2 in the third modification example.
  • the FC's 4 a and 4 b 2 are each composed of a plurality of identical single cells 41 , but the number Nb of stacked single cells 41 in the FC 4 b 2 is larger than the number N of stacked single cells 41 in the FC 4 a .
  • the rated output of the FC 4 b 2 is larger than the rated output of the FC 4 a.
  • the rated output of the FC 4 b 2 is larger than the rated output of the FC 4 a , the amount of reactive gas that is needed to generate electric power at the same cell voltage is larger in the FC 4 b 2 than in the FC 4 a . Accordingly, when electric power is generated at the same cell voltage, the amount of electric power that is consumed to supply reactive gas to the FC 4 b 2 is larger than the amount of electric power that is consumed to supply reactive gas to the FC 4 a . It should be noted herein that the system 2 a is not controlled in the electric power saving mode, and that the system 2 b can be controlled in the electric power saving mode. Therefore, the above-mentioned effect of reducing the amount of electric power consumption is secured by controlling, in the electric power saving mode, the system 2 b equipped with the FC 4 b 2 in the third modification example.
  • the amount of reactive gas that is needed to hold the opening circuit voltage within the same target range for the same period is also larger in the FC 4 b 2 than in the FC 4 a
  • the amount of electric power consumed for this purpose is also larger in the FC 4 b 2 than in the FC 4 a . Accordingly, when the system 2 b is controlled in the electric power saving mode, there is a great effect of reducing the amount of electric power consumed in the holding mode.
  • the control mode of the FC 4 a and the control mode of the FC 4 b may be replaced with each other at intervals of, for example, a predetermined total running time.
  • the period to a timing when the components need to be replaced can be prolonged by making the degree of deterioration of the FC 4 a and the degree of deterioration of the FC 4 b equal to each other, and making the degree of deterioration of the auxiliaries for the FC 4 a and the degree of deterioration of the auxiliaries for the FC 4 b equal to each other.
  • the two FC's 4 a and 4 b are provided.
  • the fuel cell system may be equipped with three or more fuel cells, and supply devices that supply reactive gas to the fuel cells respectively.
  • the two BAT's 8 a and 8 b are provided, but the disclosure is not limited thereto.
  • a single secondary battery that is connected to the FC's 4 a and 4 b in common may be provided, or three or more secondary batteries may be provided.
  • the tanks 20 Ta and 20 Tb corresponding to the FC's 4 a and 4 b respectively are provided, but the disclosure is not limited thereto. Instead of the tanks 20 Ta and 20 Tb, a tank that is shared by the FC's 4 a and 4 b may be provided, or three or more tanks may be provided.
  • each of the above-mentioned embodiments and modification examples adopts the configuration in which anode gas is circulated by the HP's 29 a and 29 b , but the disclosure is not limited thereto.
  • the anode flow channel in the FC 4 b can be scavenged by injecting anode gas from the INJ 26 b in the scavenging mode.
  • the above-mentioned fuel cell system is mounted in a vehicle such as a private vehicle, a bus, a refrigerator vehicle, a freezer vehicle or the like, but the disclosure is not limited thereto.
  • the fuel cell system may be stationary.
  • the vehicle may not necessarily be an automobile, but may be a two-wheel vehicle, a railroad vehicle, a ship, an airplane or the like.
  • the vehicle may be a hybrid vehicle that can be driven by a combination of a motor and an internal combustion engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A fuel cell system is equipped with a fuel cell unit that is composed of a plurality of fuel cells including a first fuel cell and a second fuel cell, a first supply device and a second supply device that supply reactive gas to the first fuel cell and the second fuel cell respectively, and a control device that controls running of the first fuel cell and the second fuel cell and operation of the first supply device and the second supply device. The control device suspends electric power generation by the first fuel cell and drives the first supply device to hold an opening circuit voltage of the first fuel cell within a target range, and suspends electric power generation by the second fuel cell and stops driving the second supply device when an output P required of the fuel cell unit is equal to 0.

Description

INCORPORATION BY REFERENCE
The disclosure of Japanese Patent Application No. 2018-231880 filed on Dec. 11, 2018 including the specification, drawings and abstract is incorporated herein by reference in its entirety.
BACKGROUND 1. Technical Field
The disclosure relates to a fuel cell system and a vehicle.
2. Description of Related Art
In the case where the output required of a fuel cell is equal to zero or the output required of a fuel cell system including a fuel cell is low, electric power generation by the fuel cell is suspended. When the required output increases, electric power generation by the fuel cell is resumed. In order to secure output responsiveness in resuming electric power generation by the fuel cell to this required output, it is known to hold the opening circuit voltage of the fuel cell within a target range by adjusting the amount of reactive gas supplied to the fuel cell even in a state where electric power generation is suspended (e.g., see Japanese Patent Application Publication No. 2016-096086 (JP 2016-096086 A)).
SUMMARY
If the opening circuit voltage has been held within the target range for a long time in the state where electric power generation is suspended as described above, the amount of electric power consumed by a supply device that supplies reactive gas to the fuel cell increases.
The disclosure provides a fuel cell system that restrains the amount of electric power consumption from increasing while ensuring responsiveness to the required output.
An aspect of the disclosure relates to a fuel cell system that is equipped with a fuel cell unit that is composed of a plurality of fuel cells including a first fuel cell and a second fuel cell, a first supply device and a second supply device that supply reactive gas to the first fuel cell and the second fuel cell respectively, and a control device that controls running of the first fuel cell and the second fuel cell and operation of the first supply device and the second supply device. The control device is configured to suspend electric power generation by the first fuel cell and drive the first supply device to hold an opening circuit voltage of the first fuel cell within a target range, and suspend electric power generation by the second fuel cell and stop driving the second supply device when an output P required of the fuel cell unit is equal to 0.
When P is equal to 0, the electric power generation by the first fuel cell is suspended, and the opening circuit voltage thereof is held within the target range, so responsiveness of the output of the first fuel cell in resuming electric power generation can be secured. Besides, the electric power generation by the second fuel cell is suspended, and the driving of the second supply device is stopped, so the amount of electric power consumed by the second supply device to hold the opening circuit voltage of the second fuel cell within the target range can be reduced.
A threshold H may be larger than 0, and the control device may be configured to cause the electric power generation by the first fuel cell and suspend the electric power generation by the second fuel cell when P is larger than 0 and equal to or smaller than H, and cause the electric power generation by the first fuel cell and the second fuel cell when P is larger than H.
The control device may be configured to cause the electric power generation by the first fuel cell and the second fuel cell when P is larger than 0.
A threshold L may be equal to or larger than 0 and smaller than H, and the control device may be configured to drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when P is larger than L and equal to or smaller than H.
A threshold L may be larger than 0 and equal to or smaller than H, and the control device may be configured to suspend the electric power generation by the second fuel cell and stop driving the second supply device when P is larger than 0 and equal to or smaller than L.
The fuel cell system may be further equipped with a secondary battery. A threshold TL is smaller than a threshold TH. The control device may be configured to regard P as equal to 0 when a total output TP required of the entire fuel cell system is equal to or smaller than TH, suspend the electric power generation by the first fuel cell and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range, and suspend the electric power generation by the second fuel cell and stop driving the second supply device when TP is equal to or smaller than TL, and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range and drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when TP is larger than TL and equal to or smaller than TH.
A lower limit of the target range of the opening circuit voltage of the first fuel cell may be higher when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
The target range of the opening circuit voltage of the first fuel cell may be wider when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
An average of thicknesses of a plurality of electrolytic membranes included in the first fuel cell may be larger than an average of thicknesses of a plurality of electrolytic membranes included in the second fuel cell.
A rated output of the first fuel cell may be larger than a rated output of the second fuel cell.
The control device may be configured to drive the second supply device to scavenge the second fuel cell when water remaining in the second fuel cell can freeze with the electric power generation by the second fuel cell suspended and with driving of the second supply device stopped.
A second aspect of the disclosure relates to a vehicle that comprises the fuel cell unit, the first supply device, the second supply device, and the control device according to the first aspect.
A fuel cell system that restrains the amount of electric power consumption from increasing while ensuring responsiveness to a required output can be provided.
BRIEF DESCRIPTION OF THE DRAWINGS
Features, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:
FIG. 1 is a configuration view of a fuel cell system that is mounted in a vehicle;
FIG. 2 is a flowchart showing an example of control in the first embodiment;
FIG. 3 is a timing chart showing an example of control in the first embodiment;
FIG. 4 is a flowchart showing the control of the second embodiment;
FIG. 5 is a timing chart showing the control of the second embodiment;
FIG. 6 is a flowchart showing the control of the third embodiment;
FIG. 7 is a timing chart showing the control of the third embodiment;
FIG. 8 is a flowchart showing the control of the fourth embodiment;
FIG. 9 is a timing chart showing the control of the fourth embodiment;
FIG. 10 is a flowchart showing the control of the fifth embodiment;
FIG. 11 is a timing chart showing the control of the fifth embodiment;
FIG. 12A is an illustrative view of upper limits and lower limits of opening circuit voltages of fuel cells in the sixth embodiment;
FIG. 12B is an illustrative view of the upper limits and the lower limits of the opening circuit voltages of the fuel cells in the sixth embodiment;
FIG. 12C is an illustrative view of upper limits and lower limits of opening circuit voltages of a fuel cell in the seventh embodiment;
FIG. 12D is an illustrative view of the upper limits and the lower limits of the opening circuit voltages of the fuel cells in the seventh embodiment;
FIG. 13A is an illustrative view of a fuel cell in a first modification example;
FIG. 13B is an illustrative view of a fuel cell in the first modification example;
FIG. 14 exemplifies how respective opening circuit voltages of the fuel cells change when the opening circuit voltages are controlled to be held within the same target range under the same condition;
FIG. 15A is an illustrative view of fuel cells in the second modification example; and
FIG. 15B is an illustrative view of fuel cells in the third modification example.
 DETAILED DESCRIPTION OF EMBODIMENTS First Embodiment
[Configuration of Fuel Cell System]
FIG. 1 is a configuration view of a fuel cell system 1 mounted in a vehicle. The fuel cell system 1 includes two control systems (hereinafter referred to simply as systems) 2 a and 2 b, and an electronic control unit (an ECU) 3. The systems 2 a and 2 b include fuel cells (hereinafter referred to as FC's) 4 a and 4 b, secondary batteries (hereinafter referred to as BAT's) 8 a and 8 b, cathode gas supply systems 10 a and 10 b, anode gas supply systems 20 a and 20 b, and electric power control systems 30 a and 30 b respectively. Incidentally, the systems 2 a and 2 b include cooling systems (not shown) that cool the FC's 4 a and 4 b by circulating coolant therethrough. Besides, the vehicle is equipped with a motor 50 for running, wheels 5, and an accelerator depression amount sensor 6.
Each of the FC's 4 a and 4 b is a fuel cell that generates electric power upon being supplied with cathode gas and anode gas. Each of the FC's 4 a and 4 b is obtained by stacking a plurality of solid polyelectrolyte-type single cells on one another. In the first embodiment, the FC's 4 a and 4 b are identical to each other, and have the same rated output, but the disclosure is not limited thereto. The FC's 4 a and 4 b are an example of the fuel cell unit, and are also examples of the first fuel cell and the second fuel cell respectively.
The cathode gas supply systems 10 a and 10 b are examples of the first supply device and the second supply device that supply the air containing oxygen as cathode gas to the FC's 4 a and 4 b respectively. In concrete terms, the cathode gas supply systems 10 a and 10 b include supply pipes 11 a and 11 b, discharge pipes 12 a and 12 b, bypass pipes 13 a and 13 b, air compressors 14 a and 14 b, bypass valves 15 a and 15 b, intercoolers 16 a and 16 b, and back pressure valves 17 a and 17 b, respectively.
The supply pipes 11 a and 11 b are connected to cathode inlet manifolds of the FC's 4 a and 4 b respectively. The discharge pipes 12 a and 12 b are connected to cathode outlet manifolds of the FC's 4 a and 4 b respectively. The bypass pipe 13 a establishes communication between the supply pipe 11 a and the discharge pipe 12 a. By the same token, the bypass pipe 13 b also establishes communication between the supply pipe lib and the discharge pipe 12 b. The bypass valve 15 a is provided in a connection region between the supply pipe 11 a and the bypass pipe 13 a. By the same token, the bypass valve 15 b is provided in a connection region between the supply pipe 11 b and the bypass pipe 13 b. The bypass valve 15 a changes over the state of communication between the supply pipe 11 a and the bypass pipe 13 a. By the same token, the bypass valve 15 b changes over the state of communication between the supply pipe 11 b and the bypass pipe 13 b. The air compressor 14 a, the bypass valve 15 a, and the intercooler 16 a are arranged on the supply pipe 11 a sequentially from an upstream side thereof. The back pressure valve 17 a is arranged on the discharge pipe 12 a, upstream of a connection region between the discharge pipe 12 a and the bypass pipe 13 a. By the same token, the air compressor 14 b, the bypass valve 15 b, and the intercooler 16 b are arranged on the supply pipe 11 b sequentially from an upstream side thereof. The back pressure valve 17 b is arranged on the discharge pipe 12 b, upstream of a connection region between the discharge pipe 12 b and the bypass pipe 13 b.
The air compressors 14 a and 14 b supply the air containing oxygen as cathode gas to the FC's 4 a and 4 b via the supply pipes 11 a and 11 b respectively. The cathode gas supplied to the FC's 4 a and 4 b is discharged via the discharge pipes 12 a and 12 b respectively. The intercoolers 16 a and 16 b cool the cathode gas supplied to the FC's 4 a and 4 b respectively. The back pressure valves 17 a and 17 b adjust back pressures of cathode sides of the FC's 4 a and 4 b respectively.
The anode gas supply systems 20 a and 20 b are examples of the first supply device and the second supply device that supply hydrogen gas as anode gas to the FC's 4 a and 4 b respectively. In concrete terms, the anode gas supply systems 20 a and 20 b include tanks 20Ta and 20Tb, supply pipes 21 a and 21 b, discharge pipes 22 a and 22 b, circulation pipes 23 a and 23 b, tank valves 24 a and 24 b, pressure adjusting valves 25 a and 25 b, injectors (hereinafter referred to as INJ's) 26 a and 26 b, gas- liquid separators 27 a and 27 b, drain valves 28 a and 28 b, and hydrogen circulation pumps (hereinafter referred to as HP's) 29 a and 29 b, respectively.
The tank 20Ta and an anode inlet manifold of the FC 4 a are connected to each other by the supply pipe 21 a. By the same token, the tank 20Tb and an anode inlet manifold of the FC 4 b are connected to each other by the supply pipe 21 b. Hydrogen gas as anode gas is stored in the tanks 20Ta and 20Tb. The discharge pipes 22 a and 22 b are connected to anode outlet manifolds of the FC's 4 a and 4 b respectively. The circulation pipes 23 a and 23 b establish communication between the gas- liquid separators 27 a and 27 b and the supply pipes 21 a and 21 b respectively. The tank valve 24 a, the pressure adjusting valve 25 a, and the INJ 26 a are arranged sequentially from an upstream side of the supply pipe 21 a. The opening degree of the pressure adjusting valve 25 a is adjusted, and the INJ 26 a injects anode gas, with the tank valve 24 a open. Thus, anode gas is supplied to the FC 4 a. The driving of the tank valve 24 a, the pressure adjusting valve 25 a, and the INJ 26 a is controlled by the ECU 3. The same holds true for the tank valve 24 b, the pressure adjusting valve 25 b, and the INJ 26 b.
The gas-liquid separator 27 a and the drain valve 28 a are arranged in the discharge pipe 22 a sequentially from an upstream side thereof. The gas-liquid separator 27 a separates water from the anode gas discharged from the FC 4 a, and stores the water. The water stored in the gas-liquid separator 27 a is discharged to the outside of the fuel cell system 1 via the discharge pipe 22 a, through the opening of the drain valve 28 a. The driving of the drain valve 28 a is controlled by the ECU 3. The same holds true for the gas-liquid separator 27 b and the drain valve 28 b.
The circulation pipe 23 a is a pipeline for recirculating anode gas to the FC 4 a. An upstream end portion of the circulation pipe 23 a is connected to the circulation pipe 23 a. The HP 29 a is arranged in the circulation pipe 23 a. The anode gas discharged from the FC 4 a is appropriately pressurized by the HP 29 a, and is introduced to the supply pipe 21 a. The driving of the HP 29 a is controlled by the ECU 3. The same holds true for the circulation pipe 23 b and the HP 29 b.
The electric power control systems 30 a and 30 b include fuel cell DC/DC converters (hereinafter referred to as FDC's) 32 a and 32 b, battery DC/DC converters (hereinafter referred to as BDC's) 34 a and 34 b, and auxiliary inverters (hereinafter referred to as AINV's) 39 a and 39 b, respectively. Besides, the electric power control systems 30 a and 30 b share a motor inverter (hereinafter referred to as an MINV) 38 connected to the motor 50. Each of the FDC's 32 a and 32 b adjusts a DC electric power from each of the FC's 4 a and 4 b, and outputs it to the MINV 38. Each of the BDC's 34 a and 34 b adjusts a DC electric power from each of the BAT's 8 a and 8 b, and outputs it to the MINV 38. The electric power generated by each of the FC's 4 a and 4 b can be stored in each of the BAT's 8 a and 8 b. The MINV 38 converts the input DC electric power into a three-phase AC electric power, and supplies it to the motor 50. The motor 50 drives the wheels 5 to cause the vehicle to run.
The electric power of the FC 4 a and the electric power of the BAT 8 a can be supplied to load devices other than the motor 50, via the AINV 39 a. By the same token, the electric power of the FC 4 b and the electric power of the BAT 8 b can be supplied to the load devices via the AINV 39 b. It should be noted herein that the load devices include auxiliaries for the FC's 4 a and 4 b and auxiliaries for the vehicle, in addition to the motor 50. The auxiliaries for the FC's 4 a and 4 b include the above-mentioned air compressors 14 a and 14 b, the above-mentioned bypass valves 15 a and 15 b, the above-mentioned back pressure valves 17 a and 17 b, the above-mentioned tank valves 24 a and 24 b, the above-mentioned pressure adjusting valves 25 a and 25 b, the above-mentioned INJ's 26 a and 26 b, the above-mentioned drain valves 28 a and 28 b, and the above-mentioned HP's 29 a and 29 b, respectively. The auxiliaries for the vehicle include, for example, an air-conditioning device, a lighting device, a hazard lamp, and the like.
The ECU 3 includes a central processing unit (a CPU), a read only memory (a ROM), and a random access memory (a RAM). The accelerator depression amount sensor 6, an ignition switch 7, the air compressors 14 a and 14 b, the bypass valves 15 a and 15 b, the back pressure valves 17 a and 17 b, the tank valves 24 a and 24 b, the pressure adjusting valves 25 a and 25 b, the INJ's 26 a and 26 b, the drain valves 28 a and 28 b, the FDC's 32 a and 32 b, and the BDC's 34 a and 34 b are electrically connected to the ECU 3. The ECU 3 calculates an output P required of the entire FC's 4 a and 4 b, based on a detection value of the accelerator depression amount sensor 6, driving states of the above-mentioned auxiliaries for the vehicle and the above-mentioned auxiliaries for the FC's 4 a and 4 b, the electric power stored in the BAT's 8 a and 8 b, and the like. Besides, the ECU 3 controls the auxiliaries for the FC's 4 a and 4 b and the like in accordance with the required output P, and controls the total electric power generated by the FC's 4 a and 4 b. Incidentally, the required output P is an output that is required of the fuel cell unit that is composed of the plurality of the fuel cells, and does not include an output that is required of the components other than the fuel cells, such as the BAT's 8 a and 8 b and the like.
The ECU 3 changes over control modes for controlling the systems 2 a and 2 b respectively, in accordance with a magnitude of the required output P. In concrete terms, the system 2 a is controlled in an electric power generation mode or a holding mode, and the system 2 b is controlled in one of the electric power generation mode, the holding mode, and an electric power saving mode. The magnitude of the required output P is determined by being compared with thresholds L and H determined in advance. A relationship: L<H is established between these thresholds. Incidentally, the system 2 b is controlled in a scavenging mode when a scavenging condition for the FC 4 b is fulfilled. The running of the FC's 4 a and 4 b and the operation of the cathode gas supply systems 10 a and 10 b and the anode gas supply systems 20 a and 20 b are controlled in accordance with these control modes.
[Electric Power Generation Mode]
When the control mode of the system 2 a is changed over to the electric power generation mode, the ECU 3 causes electric power generation by the FC 4 a, and controls the cathode gas supply system 10 a and the anode gas supply system 20 a to adjust the flow rates of anode gas and cathode gas that are supplied to the FC 4 a. The generation of electric power by the FC 4 a is realized by supplying cathode gas and anode gas to the FC 4 a and electrically connecting the FC 4 a to the load devices through the use of a switch provided inside the FDC 32 a. By the same token, when the control mode of the system 2 b is changed over to the electric power generation mode, electric power generation by the FC 4 b is caused, and the cathode gas supply system 10 b and the anode gas supply system 20 b are controlled to adjust the flow rates of anode gas and cathode gas that are supplied to the FC 4 b. The generation of electric power by the FC 4 b is realized by supplying cathode gas and anode gas to the FC 4 b and electrically connecting the FC 4 b to the load devices through the use of a switch provided inside the FDC 32 b.
Incidentally, although the details will be described later, the flow rates of cathode gas and anode gas that are supplied to the FC's 4 a and 4 b are adjusted such that a total output of the FC's 4 a and 4 b becomes equal to the required output P when both the systems 2 a and 2 b are controlled in the electric power generation mode, and the flow rates of cathode gas and anode gas that are supplied to the FC 4 a are adjusted such that the output of the FC 4 a becomes equal to the required output P when only the system 2 a is controlled in the electric power generation mode.
[Holding Mode]
When the control mode of the system 2 a is changed over to the holding mode, the ECU 3 suspends electric power generation by FC 4 a, and holds the opening circuit voltage of the FC 4 a within a target range. The suspension of electric power generation by the FC 4 a is realized by electrically disconnecting the FC 4 a from the load devices through the use of a switch provided inside the FDC 32 a. Besides, the opening circuit voltage of the FC 4 a is held within the target range by adjusting the supply amounts of cathode gas and anode gas that are supplied to the FC 4 a. Accordingly, when the system 2 a is controlled in the holding mode, electric power generation by the FC 4 a is suspended, but the driving of the cathode gas supply system 10 a and the anode gas supply system 20 a is controlled to continuously or intermittently supply cathode gas and anode gas to the FC 4 a. For example, when the system 2 a is changed over from the holding mode to the electric power generation mode, cathode gas and anode gas have already been supplied to the FC 4 a in the state of being controlled in the holding mode, so electric power generation can be resumed with good responsiveness of the output of the FC 4 a. Incidentally, a cathode catalyst may elute when the opening circuit voltage is too high, and the output responsiveness in resuming electric power generation may fall when the opening circuit voltage is too low. Therefore, an upper limit and a lower limit of the target range are determined in consideration of this point.
The opening circuit voltage of the FC 4 a is held within the target range as follows. When the control mode of the system 2 a is changed over to the holding mode, electric power generation by the FC 4 a is suspended, anode gas is stopped from being supplied to the FC 4 a once having been sufficiently supplied thereto, and the flow rate of cathode gas that is supplied to the FC 4 a is adjusted such that the concentration of oxygen in a cathode electrode of the FC 4 a becomes lower than in the case of the electric power generation mode. In this state, the concentration of oxygen in the cathode electrode of the FC 4 a gradually falls with time due to so-called cross leak, and the opening circuit voltage of the FC 4 a also gradually falls and becomes lower than the lower limit again. Cross leak is a phenomenon of the penetration of hydrogen from an anode electrode side to the cathode electrode side via electrolytic membranes. Thus, hydrogen and oxygen react with each other to produce water on the cathode electrode side, and the concentration of oxygen on the cathode electrode side falls. When the concentration of oxygen in the cathode electrode of the FC 4 a falls and the opening circuit voltage of the FC 4 a becomes lower than the lower limit of the target range, the flow rate of cathode gas that is supplied to the FC 4 a by the cathode gas supply system 10 a is increased. Thus, the concentration of oxygen in the cathode electrode of the FC 4 a rises, and the opening circuit voltage of the FC 4 a rises. When the opening circuit voltage of the FC 4 a becomes higher than the upper limit of the target range, the flow rate of cathode gas that is supplied to the FC 4 a by the cathode gas supply system 10 a is reduced. Thus, the concentration of oxygen in the cathode electrode of the FC 4 a is restrained from rising, and the opening circuit voltage of the FC 4 a is restrained from rising. As described above, the opening circuit voltage of the FC 4 a is held within the target range through the changeover of the flow rate of cathode gas to the FC 4 a by the cathode gas supply system 10 a. Incidentally, the changeover in the flow rate of cathode gas in the cathode gas supply system 10 a is controlled by adjusting the opening degree of the bypass valve 15 a, but the disclosure is not limited thereto. The flow rate of cathode gas may be controlled by adjusting at least one of the rotational speed of the air compressor 14 a, the opening degree of the bypass valve 15 a, and the opening degree of the back pressure valve 17 a.
Besides, the flow rate of anode gas is not changed over as often as the flow rate of cathode gas. However, a predetermined amount of anode gas is injected from the injector 26 a when the detection value of a hydrogen concentration sensor provided in a path through which anode gas circulates, for example, the circulation pipe 23 a or the like becomes lower than a predetermined value, or when the detection value of a pressure sensor provided in the path through which anode gas circulates becomes lower than a predetermined value. Thus, the concentration of hydrogen in the anode electrode is held high. Besides, the electric power for driving the cathode gas supply system 10 a and the anode gas supply system 20 a in the holding mode is supplied from at least one of the BAT's 8 a and 8 b. When the system 2 b is controlled in the holding mode as well, the opening circuit voltage of the FC 4 b is held within the target range according to a method similar to the above-mentioned one. Incidentally, in the case of a configuration in which the FC 4 b is electrically connected to the cathode gas supply system 10 a and the anode gas supply system 20 a via the AINV 39 b, when the system 2 b is in the electric power generation mode and the system 2 a is in the holding mode, the electric power for driving the cathode gas supply system 10 a and the anode gas supply system 20 a may be supplied from the FC 4 b. By the same token, in the case of a configuration in which the FC 4 a is electrically connected to the cathode gas supply system 10 b and the anode gas supply system 20 b via the AINV 39 a, when the system 2 a is in the electric power generation mode and the system 2 b is in the holding mode, the electric power for driving the cathode gas supply system 10 b and the anode gas supply system 20 b may be supplied from the FC 4 a.
[Electric Power Saving Mode]
The control mode of the system 2 a is not changed over to the electric power saving mode, but the control mode of the system 2 b is changed over to the electric power saving mode. When the control mode of the system 2 b is changed over to the electric power saving mode, the ECU 3 suspends electric power generation by the FC 4 b, and stops driving the cathode gas supply system 10 b and the anode gas supply system 20 b. That is, cathode gas and anode gas are stopped from being supplied to the FC 4 b. Thus, in the electric power saving mode, the amount of electric power consumed in the holding mode by driving the cathode gas supply system 10 b and the anode gas supply system 20 b can be made smaller than in the case where the system 2 b is controlled in the above-mentioned holding mode. Besides, in the holding mode, anode gas is continuously supplied to the FC 4 b in such a manner as to compensate for the consumption of hydrogen by cross leak as described previously. In the electric power saving mode, however, such consumption of hydrogen is suppressed, and hence, the amount of fuel consumption can also be reduced.
[Scavenging Mode]
Although the details will be described later, the ECU 3 changes over the control mode of the system 2 b to the scavenging mode when the scavenging condition for the FC 4 b is fulfilled. In concrete terms, the ECU 3 drives at least one of the cathode gas supply system 10 b and the anode gas supply system 20 b in such a manner as to drain remaining water from at least one of a cathode gas flow channel and an anode gas flow channel in the FC 4 b, with electric power generation by the FC 4 b suspended. For example, when the anode gas flow channel in the FC 4 b is scavenged, remaining water is drained from the anode gas flow channel in the FC 4 b by driving the HP 29 b for a predetermined period and circulating the gas remaining in the circulation pipe 23 b and the like to this anode gas flow channel. Besides, remaining water may be drained from the anode gas flow channel in the FC 4 b by driving the INJ 26 b for a predetermined period instead of the HP 29 b. When the cathode gas flow channel in the FC 4 b is scavenged, remaining water is drained from the cathode gas flow channel in the FC 4 b by driving the air compressor 14 b for a predetermined period, for example, with the discharge pipe 12 b and the bypass pipe 13 b held out of communication with each other, and supplying cathode gas to this cathode gas flow channel.
[Control of Systems 2 a and 2 b]
Next, the control of the systems 2 a and 2 b that is performed by the ECU 3 will be described. FIG. 2 is a flowchart showing an example of the control in the first embodiment. The control shown in FIG. 2 is repeatedly performed. FIG. 3 is a timing chart showing the example of the control in the first embodiment. FIG. 3 shows how the required output P changes, and how the control modes of the systems 2 a and 2 b change.
The ECU 3 determines whether or not P is larger than H (step S1). In the first embodiment, the threshold H is set equal to a required output with the vehicle in a running state such as running at a relatively high speed, running uphill, running with heavy luggage carried, or the like.
[System 2 a: Electric Power Generation Mode], [System 2 b: Electric Power Generation Mode]
If P is larger than H (Yes in step S1), the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S2). That is, the ECU 3 can cause electric power generation by both the FC's 4 a and 4 b, and secure the high required output P.
If P is not larger than H (No in step S1), the ECU 3 determines whether or not P is larger than L and equal to or smaller than H (step S3). The threshold L is set equal to a required output with the vehicle in a running state such as running at a relatively low speed, or a required output with the amount of electric power consumed by the auxiliaries for the vehicle relatively large even when the vehicle is stopped. The amount of electric power consumed by the auxiliaries for the vehicle is relatively large, for example, in the case where the vehicle is a private vehicle or a bus and there is a great difference between an outside air temperature and a set temperature of the air-conditioning device, or in the case where the vehicle is a refrigerator vehicle or a freezer vehicle and a refrigeration facility for a container is in operation.
[System 2 a: Electric Power Generation Mode], [System 2 b: Holding Mode]
If P is larger than L and equal to or smaller than H (Yes in step S3), the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the holding mode (step S4, at a timing t1). Electric power generation by the FC 4 a is continued, so the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be secured as described above. Besides, the opening circuit voltage is held as it is although electric power generation by the FC 4 b is suspended. Therefore, even when the required output P becomes larger than the threshold H due to, for example, a transition of the vehicle from a low-speed running state to a high-speed running state, electric power generation can be resumed with good responsiveness of the output of the FC 4 b, and the accelerating performance of the vehicle can be secured.
[System 2 a: Electric Power Generation Mode], [System 2 b: Electric Power Saving Mode]
If P is not larger than L or not equal to or smaller than H (No in step S3), the ECU 3 determines whether or not P is larger than 0 and equal to or smaller than L (step S5). If P is larger than 0 and equal to or smaller than L (Yes in step S5), the ECU 3 continues to control the system 2 a in the electric power generation mode, and controls the system 2 b in the electric power saving mode (step S6, at a timing t2). The system 2 a remains in the electric power generation mode, so the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be secured. Besides, the system 2 b is in the electric power saving mode, so the amount of electric power consumed to control the system 2 b in the holding mode is reduced. Furthermore, the system 2 b is controlled in the electric power generation mode when P is larger than H as described above. It is therefore unlikely that the required output P will rapidly increase and become larger than the threshold H from a state where P is larger than 0 and equal to or smaller than L, and that the control mode of the system 2 b will be changed over from the electric power saving mode to the electric power generation mode without the intermediary of the holding mode. Therefore, when P is larger than 0 and equal to or smaller than L, the occurrence of problems can be suppressed even in the case where the system 2 b is controlled in the electric power saving mode instead of being controlled in the holding mode.
[System 2 a: Holding Mode], [System 2 b: Electric Power Saving Mode]
If P is not larger than 0 or not equal to or smaller than L (No in step S5), namely, if P is equal to 0, the ECU 3 controls the system 2 a in the holding mode, and continues to control the system 2 b in the electric power saving mode (step S7, at a timing t3). For example, when P is equal to 0, the remaining amount of the electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, and an amount of electric power consumed by the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged. For example, when P is equal to 0, the vehicle is stopped, runs in a decelerating manner, runs downhill, etc., the air-conditioning device and the refrigeration facility of the vehicle are stopped, and only the lighting device is lit up. The system 2 a is controlled in the holding mode. Therefore, even when the required output P has increased, electric power generation by the FC 4 a can be resumed with good output responsiveness. Besides, when P is equal to 0, it is unlikely that the required output P will rapidly increase and become larger than the threshold H. Therefore, the amount of electric power consumed to control the system 2 b in the holding mode is reduced, and the amount of fuel consumption is also reduced, by continuing to control the system 2 b in the electric power saving mode even in this state.
As described above, when P is equal to or smaller than L, step S6 or step S7 is carried out, and the system 2 b is controlled in the electric power saving mode. Therefore, when P has remained equal to or smaller than L for a long time, there is a great effect of reducing the amount of electric power consumed in controlling the system 2 b in the holding mode.
Besides, when P is larger than 0 and equal to or smaller than H, step S4 or step S6 is carried out, and the system 2 a is controlled in the electric power generation mode, but the system 2 b is controlled in the holding mode or the electric power saving mode. Therefore, the cumulative period of electric power generation by the FC 4 b is shorter than the cumulative period of electric power generation by the FC 4 a, and the aging of the FC 4 b is restrained from progressing. Thus, the output performance of the FC 4 b can be restrained from deteriorating. For example, in performing the operation of repairing the fuel cell system 1, an operator can efficiently proceed with the operation on the assumption that the output performance of the FC 4 a is more likely to have deteriorated than the output performance of the FC 4 b.
[System 2 b: Scavenging Mode]
After step S6 or step S7, the ECU 3 determines whether or not the scavenging condition for the FC 4 b is fulfilled (step S8). The scavenging condition for the FC 4 b is fulfilled when the water remaining in the FC 4 b can freeze after the start of the control of the system 2 b in the electric power saving mode. In concrete terms, the scavenging condition for the FC 4 b is fulfilled when the outside air temperature has remained, for example, equal to or lower than a predetermined temperature for a predetermined time since the start of the control of the system 2 b in the electric power saving mode. The ECU 3 may estimate the outside air temperature based on, for example, the temperature of coolant for cooling the FC's 4 a and 4 b, or a detection value of a temperature sensor that detects the outside air temperature may be used as the outside air temperature. The predetermined temperature may be 0° C. at which the water remaining in the FC 4 b is likely to freeze, or a temperature that is higher than 0° C. by a predetermined margin in consideration of changes in the outside air temperature, for example, a temperature between 1° C. and 5° C. The predetermined time is, for example, 10 minutes, one hour, three hours, or the like, and is appropriately set in accordance with a putative environment of usage of the vehicle. When the system 2 b is controlled in the electric power saving mode under such an environment, cathode gas and anode gas are not supplied to the FC 4 b, so the remaining water may freeze in at least one of the cathode gas flow channel and the anode gas flow channel in the FC 4 b and may affect the output performance at the time of the resumption of electric power generation by the FC 4 b.
Accordingly, if the scavenging condition for the FC 4 b is fulfilled (Yes in step S8), the ECU 3 controls the system 2 b in the scavenging mode (step S9, at a timing t4). Thus, the remaining water can be restrained from freezing in the FC 4 b. The electric power resulting from the establishment of the scavenging mode is supplied from at least one of the BAT's 8 a and 8 b. The scavenging mode is continuously carried out for a predetermined time, and the scavenging mode is stopped after the lapse of the predetermined time (at a timing t5). If the scavenging condition for the FC 4 b is not fulfilled, the ECU 3 ends the present control and carries out the processing steps starting from step S1 again. Incidentally, if the system 2 b is controlled to the scavenging mode when P is larger than 0 and equal to or smaller than L, the electric power resulting from the establishment of the scavenging mode may be supplied from the FC 4 a of the system 2 a that is controlled in the electric power generation mode.
The amount of electric power consumption temporarily increases as a result of the establishment of the scavenging mode. In consideration of the establishment of the electric power saving mode for the system 2 b with a view to restraining the amount of electric power consumption from increasing as described above, it is desirable to refrain from establishing this scavenging mode. However, the scavenging mode is established only when the system 2 b remains in the electric power saving mode and the outside air temperature has remained equal to or lower than the predetermined temperature for the predetermined time. That is, the scavenging mode is established only on limited occasions. Therefore, even when the scavenging mode is established, the restraint of the increase in the amount of electric power consumption resulting from the establishment of the electric power saving mode exerts a greater effect than the increase in the amount of electric power consumption resulting from the establishment of the scavenging mode.
Incidentally, when the system 2 b is controlled in the holding mode, the scavenging mode may not be established. This is because the control mode of the system 2 b is likely to be changed over to the electric power generation mode, and the remaining water is unlikely to freeze in the FC 4 b when the system 2 b is controlled in the holding mode. For the same reason, the scavenging mode is not established when the system 2 a is controlled in the holding mode.
Regardless of whether the result of the determination in step S5 is Yes or No, it is determined whether or not there is a demand to scavenge the FC 4 b, and the scavenging mode can be established (steps S8 and S9). However, steps S8 and S9 may be carried out only if the result of the determination in step S5 is No, namely, only if the system 2 a is controlled in the holding mode and the system 2 b is controlled in the electric power saving mode (step S7). That is, as long as the system 2 a is in the electric power generation mode, the FC 4 b may not be scavenged even when the system 2 b is in the electric power saving mode. This is because the remaining water may be restrained from freezing in the FC 4 b as long as the FC 4 a generates electric power in the case of, for example, a configuration in which the FC's 4 a and 4 b are arranged so close to each other as to transfer the heat resulting from electric power generation by the FC 4 a to the FC 4 b, or a configuration in which the coolant that has received the heat resulting from electric power generation by the FC 4 a flows through the interior of the FC 4 b before passing through a radiator.
The establishment of the scavenging mode during the establishment of the electric power saving mode is not indispensable. For example, P is often considered to be equal to 0 immediately before an ignition is changed over from its on state to its off state. In this case, however, the system 2 b may be controlled in the scavenging mode after detecting that the ignition is off.
Second Embodiment
FIG. 4 is a flowchart showing the control of the second embodiment. FIG. 5 is a timing chart showing the control of the second embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 5 are the same as exemplified in FIG. 3, for the sake of easy understanding. FIG. 5 shows a case where the scavenging mode is not established, unlike FIG. 3.
In the second embodiment, the above-mentioned threshold L is not used, and steps S3, S5, and S6 are not carried out. That is, step S6 is not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the electric power saving mode. Incidentally, the control of the second embodiment is identical to the control in the case where the threshold L used in the first embodiment is set equal to 0.
In the second embodiment, if P is not larger than H (No in step S1), the ECU 3 determines whether or not P is larger than 0 and equal to or smaller than H (step S3 a). If P is larger than 0 and equal to or smaller than H (Yes in step S3 a), the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the holding mode (step S4, at the timing t1). If P is not larger than 0 or not equal to or smaller than H (No in step S3 a), namely, if P is, equal to 0, the ECU 3 controls the system 2 a in the holding mode, and controls the system 2 b in the electric power saving mode (step S7, at the timing t3).
As described above, in the second embodiment, the range of the required output P where the system 2 b is controlled in the electric power saving mode is narrower than in the first embodiment, but the range of the required output P where the system 2 b is controlled in the holding mode is wider than in the first embodiment. Therefore, electric power generation by the FC 4 b can be resumed with good output responsiveness, for example, even when the required output P rapidly increases from a value close to 0 and exceeds the threshold H.
Third Embodiment
FIG. 6 is a flowchart showing the control of the third embodiment. FIG. 7 is a timing chart showing the control of the third embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 7 are the same as exemplified in FIG. 3, for the sake of easy understanding. FIG. 7 shows a case where the scavenging mode is not established, unlike FIG. 3.
In the third embodiment, the above-mentioned threshold L is not used, and steps S3, S4, and S5 are not carried out, and step S3 a of the second embodiment is carried out. That is, step S4 is not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the holding mode. The control of the third embodiment is identical to the control in the case where the threshold L used in the first embodiment is set equal to the threshold H.
If P is larger than 0 and equal to or smaller than H (Yes in step S3 a), the ECU 3 controls the system 2 a in the electric power generation mode, and controls the system 2 b in the electric power saving mode (step S6, at the timing t1). As described above, in the third embodiment, the system 2 b is not controlled in the holding mode, and is controlled in the electric power saving mode when the system 2 b is not controlled in the electric power generation mode. The system 2 b is not controlled in the holding mode, so the amount of electric power consumed in the holding mode and the amount of fuel consumed in the holding mode are reduced. Besides, when the system 2 b is changed over from the electric power saving mode to the electric power generation mode, it may be impossible to secure the responsiveness of the output of the FC 4 b. At this time, however, the system 2 a has already been controlled in the electric power generation mode, so the output responsiveness to the required output P can be restrained from falling due to the FC 4 a.
Fourth Embodiment
FIG. 8 is a flowchart showing the control of the fourth embodiment. FIG. 9 is a timing chart showing the control of the fourth embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 9 are the same as exemplified in FIG. 3, for the sake of easy understanding. FIG. 9 shows a case where the scavenging mode is not established, unlike FIG. 3.
In the fourth embodiment, the above-mentioned thresholds L and H are not used, and steps S1, S3, S3 a, S4, S5, and S6 are not carried out. Steps S4 and S6 are not carried out, so the system 2 a is not controlled in the electric power generation mode while the system 2 b is controlled in the holding mode or the electric power saving mode.
The ECU 3 determines whether or not P is larger than 0 (step S1 b). If P is larger than 0, the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S2). If P is not larger than 0, namely, if P is equal to 0, the ECU 3 controls the system 2 a in the holding mode, and controls the system 2 b in the electric power saving mode (step S7, at the timing t3). That is, in the fourth embodiment as well as the third embodiment, the system 2 b is not controlled in the holding mode, so the amount of electric power consumed in the holding mode is reduced. Besides, when the required output P increases from 0, the system 2 b is changed over from the electric power saving mode to the electric power generation mode, but the system 2 a is changed over from the holding mode to the electric power generation mode. Therefore, the FC 4 a can resume electric power generation with good responsiveness, and the output responsiveness to the required output P is restrained from being delayed.
Fifth Embodiment
FIG. 10 is a flowchart showing the control of the fifth embodiment. FIG. 11 is a timing chart showing the control of the fifth embodiment. Incidentally, processing steps that are identical to those in the control of the first embodiment are denoted by the same reference symbols respectively, and redundant description will thereby be omitted. The changes in the required output P shown in FIG. 11 are the same as exemplified in FIG. 3, for the sake of easy understanding. FIG. 11 shows a case where the scavenging mode is not established, unlike FIG. 3.
In the fifth embodiment, the above-mentioned thresholds H and L are not used, and the required output P, a total required output TP, and thresholds TL and TH are used. The total required output TP is an output that is required of the entirety of the FC's 4 a and 4 b and the BAT's 8 a and 8 b. It should be noted herein that the required output P is an output that is required of the fuel cell unit that is composed of the plurality of the fuel cells, and does not include an output that is required of the components other than the fuel cells, such as the BAT's 8 a and 8 b and the like, as described above, but that the total output TP required of the entire fuel cell system is different from the required output P in including the output that is required of the components other than the fuel cells, such as the BAT 8 a and the like. The thresholds TL and TH are used to change over the control mode in accordance with the magnitude of the total required output TP, and TH is larger than TL. If TH is equal to or larger than TP, the ECU 3 regards P as equal to 0. If TH is smaller than TP, the ECU 3 regards P as unequal to 0, and calculates the required output P based on the detection value of the accelerator depression amount sensor 6, the electric power stored in the BAT's 8 a and 8 b, and the like as described above. In the fifth embodiment, the above-mentioned steps S1, S3, S3 a, S4, S5, and S6 are not carried out.
The ECU 3 determines whether or not P is larger than 0 (step S1 b). If P is larger than 0, the ECU 3 controls the systems 2 a and 2 b in the electric power generation mode (step S2). If P is not larger than 0, the ECU 3 determines whether or not TP is larger than TL and equal to or smaller than TH (step S3 b). The threshold TH is set equal to the total required output TP at which the remaining amount of electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, and the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged, as in the aforementioned case where P is equal to 0. For example, in this case, the vehicle is stopped, runs in a decelerating manner, or runs downhill, the refrigerator facility and the like of the vehicle are stopped, and only the air-conditioning device is not driven at an exclusively high load. The threshold TL is set equal to the total required output TP at which the remaining amount of electric power with which the BAT's 8 a and 8 b are charged is sufficient, the amount of electric power consumed by the auxiliaries for the vehicle is small, the amount of electric power consumed by the motor 50 for causing the vehicle to run and the auxiliaries for the vehicle can be sufficiently secured by the electric power with which the BAT's 8 a and 8 b are charged. For example, in this case, the vehicle is stopped, runs in a decelerating manner, or runs downhill, many of the auxiliaries for the vehicle are stopped, and only the lighting device of the vehicle is lit up.
If TP is larger than TL and equal to or smaller than TH (Yes in step S3 b), the ECU 3 controls both the systems 2 a and 2 b in the holding mode (step S4 b, at the timing t3). Thus, even when the total required output TP rapidly increases, TP becomes larger than TH, and P becomes larger than 0 from a state where TP is larger than TL and equal to or smaller than TH and P is equal to 0, electric power generation by both the FC's 4 a and 4 b can be resumed with good output responsiveness. Incidentally, if TL is equal to or larger than TP (No in step S3 b), only the system 2 a is controlled in the holding mode, and the system 2 b is controlled in the electric power saving mode as is the case with the first embodiment and the like (step S7, at a timing t4 b). Incidentally, in the fifth embodiment, the upper limit and lower limit of the opening circuit voltage of the FC 4 a in the case where both the systems 2 a and 2 b are controlled in the holding mode are equal to the upper limit and lower limit of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode, respectively.
Sixth Embodiment
In the sixth embodiment, the control itself that is performed by the ECU 3 is identical to the control of the fifth embodiment as shown in FIGS. 10 and 11. However, the lower limit of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode is different. FIGS. 12A and 12B are illustrative views of the upper limits and lower limits of the opening circuit voltages of the FC's 4 a and 4 b in the sixth embodiment. FIG. 12A shows an upper limit VHa and a lower limit VLa of the opening circuit voltage of the FC 4 a, and an upper limit VHb and a lower limit VLb of the opening circuit voltage of the FC 4 b in the case where TP is larger than TL and equal to or smaller than TH, namely, in the case where both the systems 2 a and 2 b are controlled in the holding mode. Both the upper limits VHa and VHb are equal to each other. Both the lower limits VLa and VLb are also equal to each other. FIG. 12B shows the upper limit VHa and a lower limit VLa1 of the opening circuit voltage of the FC 4 a in the case where TP is equal to or smaller than TL, namely, in the case where only the system 2 a is controlled in the holding mode.
The upper limit VHa remains the same regardless of whether both the systems 2 a and 2 b are controlled in the holding mode or only the system 2 a is controlled in the holding mode. However, the lower limit VLa1 is set higher than the lower limit VLa. Accordingly, the opening circuit voltage of the FC 4 a in the state where only the system 2 a is controlled in the holding mode is held higher than the opening circuit voltage of the FC 4 a in the state where both the systems 2 a and 2 b are controlled in the holding mode. Thus, it is also likely that the total required output TP will rapidly increase from, for example, the state where TP is equal to or smaller than TL, namely, only the system 2 a is controlled in the holding mode, TP will become larger than TH, P will become larger than 0, and the system 2 a will be changed over to the electric power generation mode. In this case as well, electric power generation by the FC 4 a can be resumed with good responsiveness.
Incidentally, both the upper limits VHa and VHb are equal to each other, but the disclosure is not limited thereto. In the sixth embodiment, both the systems 2 a and 2 b are controlled in the electric power generation mode when P is larger than 0. However, the system 2 a may be controlled in the electric power generation mode when P is larger than 0, and the system 2 b may be controlled in the electric power generation mode when P is larger than H as indicated in the first embodiment. Also, the system 2 b may be controlled in the electric power generation mode when P is larger than L, which is used as the above-mentioned threshold.
Seventh Embodiment
In the seventh embodiment, the control itself that is performed by the ECU 3 is the same as the control of the fifth embodiment as shown in FIGS. 10 and 11. However, the lower limit of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode is different. FIGS. 12C and 12D are illustrative views of the upper limits and lower limits of the opening circuit voltages of the FC's 4 a and 4 b in the seventh embodiment.
As shown in FIG. 12C, when TP is larger than TL and equal to or smaller than TH, the opening circuit voltage of the FC 4 a is held between the upper limit VHa and the lower limit VLa, and the opening circuit voltage of the FC 4 b is held between the upper limit VHb and the lower limit VLb, as is the case with the fifth embodiment. On the other hand, as shown in FIG. 12D, when TP is equal to or smaller than TL, namely, when only the system 2 a is controlled in the holding mode, a lower limit VLa2 of the opening circuit voltage of the FC 4 a is lower than the lower limit VLa. Thus, the target range of the opening circuit voltage of the FC 4 a in the case where only the system 2 a is controlled in the holding mode is wider than the target range of the opening circuit voltage of the FC 4 a in the case where both the systems 2 a and 2 b are controlled in the holding mode. Accordingly, the frequency with which the flow rate of cathode gas is changed over, namely, the frequency with which the cathode gas supply system 10 a is driven in the case where only the system 2 a is controlled in the holding mode can be reduced. Thus, the amount of electric power consumed by controlling the system 2 a in the holding mode can be reduced. Incidentally, both the upper limits VHa and VHb are equal to each other, but the disclosure is not limited thereto.
First Modification Example
Next, modification examples of the FC's that are adopted in the systems 2 a and 2 b respectively will be described. In the first modification example, the systems 2 a and 2 b adopt FC's 4 a 1 and 4 b 1 instead of the FC's 4 a and 4 b, respectively. FIGS. 13A and 13B are illustrative views of the FC's 4 a 1 and 4 b 1 in the first modification example, respectively. The FC 4 a 1 is configured by stacking a plurality of single cells 41 a on one another. By the same token, the FC 4 b 1 is configured by stacking a plurality of single cells 41 b on one another. Besides, a thickness Ta of each of electrolytic membranes 43 a with which the single cells 41 a of the FC 4 a 1 are equipped respectively is greater than a thickness Tb of each of electrolytic membranes 43 b with which the single cells 41 b of the FC 4 b 1 are equipped respectively. In addition, each of the electrolytic membranes 43 a and each of the electrolytic membranes 43 b have the same surface area S. The number N of stacked single cells 41 a and the number N of stacked single cells 41 b are also equal to each other. The thickness Ta is, for example, about 20 to 50 μm, and the thickness Tb is, for example, about 5 to 15 μm, but the disclosure is not limited thereto.
It should be noted herein that the amount of hydrogen penetrating the cathode electrode side from the anode electrode side via the electrolytic membranes per unit time is small and hence the speeds at which the concentration of oxygen and the concentration of hydrogen fall due to cross leak are low when the electrolytic membranes are thick. This effect will now be described. FIG. 14 exemplifies how the opening circuit voltages of the FC's 4 a 1 and 4 b 1 change when being controlled to be held within the same target range under the same condition. The speeds at which the concentration of oxygen and the concentration of hydrogen fall due to cross leak are lower in the FC 4 a 1 than in the FC 4 b 1. Therefore, the speed at which the opening circuit voltage of the FC 4 a 1 falls is also lower than the speed at which the opening circuit voltage of the FC 4 b 1 falls. Accordingly, when the opening circuit voltage of only one of the FC's 4 a 1 and 4 b 1 is required to be held within the target range, it is desirable to control, in the holding mode, the system equipped with the FC 4 a 1 instead of the FC 4 b 1. Thus, the frequency with which the flow rate of cathode gas that is needed to hold the opening circuit voltage of the FC 4 a 1 is changed over can be reduced, the amount of electric power consumed by controlling the system equipped with the FC 4 a 1 in the holding mode can be reduced, and the amount of fuel consumption can also be reduced. In particular, when only the system 2 a has been controlled in the holding mode for a long time, there is a great effect of reducing the amount of electric power consumption and the amount of fuel consumption.
In the first modification example, the thicknesses of the plurality of the electrolytic membranes 43 a with which the FC 4 a 1 is equipped may not necessarily be all equal to one another. By the same token, the thicknesses of the plurality of the electrolytic membranes 43 b with which the FC 4 a 2 is equipped may not necessarily be all equal to one another. That is, there is no problem as long as the average of the thicknesses of the plurality of the electrolytic membranes with which the FC 4 a 1 is equipped is larger than the average of the thicknesses of the plurality of the electrolytic membranes with which the FC 4 a 2 is equipped. Incidentally, the average of the thicknesses of the electrolytic membranes can be calculated by dividing a total value of the thicknesses of the electrolytic membranes 43 a with which the FC 4 a 1 is equipped by the number of stacked single cells 41 a. The same holds true for the FC 4 b 1.
Second Modification Example
In the second modification example, the system 2 b adopts the above-mentioned FC 4 b, and the system 2 a adopts an FC 4 a 2 instead of the FC 4 a. FIG. 15A is an illustrative view of the FC's 4 a 2 and 4 b in the second modification example. The FC's 4 a 2 and 4 b are each composed of a plurality of identical single cells 41, but the number Na of stacked single cells 41 in the FC 4 a 2 is larger than the number N of stacked single cells 41 in the FC 4 b. Accordingly, the rated output of the FC 4 a 2 is larger than the rated output of the FC 4 b.
Therefore, when the system 2 a is changed over from the holding mode to the electric power generation mode, the responsiveness of the output of the FC 4 a 2 whose rated output is large can be secured, and electric power generation by the FC 4 a 2 can be resumed with better output responsiveness. Besides, since the rated output of the FC 4 a 2 is large, the range of the required output P that can be coped with by the output of only the FC 4 a 2 can be secured, and the range of the required output P where the system 2 a is controlled to the electric power generation mode and the system 2 b is controlled to a mode other than the electric power generation mode can be enlarged. Thus, the cumulative period of electric power generation by the FC 4 b can be further reduced, and the aging of the FC 4 b can be restrained from progressing. Incidentally, the rated output is an electric power that can be continuously output by a fuel cell for a predetermined time. For example, the rated output may be a maximum electric power that can be continuously output for a short time such as 10 seconds or the like, or a maximum electric power that can be continuously output for a long time such as one hour or more or the like.
Third Modification Example
In the third modification example, the system 2 a adopts the above-mentioned FC 4 a, and the system 2 b adopts an FC 4 b 2 instead of the FC 4 b. FIG. 15B is an illustrative view of the FC's 4 a and 4 b 2 in the third modification example. The FC's 4 a and 4 b 2 are each composed of a plurality of identical single cells 41, but the number Nb of stacked single cells 41 in the FC 4 b 2 is larger than the number N of stacked single cells 41 in the FC 4 a. Thus, the rated output of the FC 4 b 2 is larger than the rated output of the FC 4 a.
It should be noted herein that since the rated output of the FC 4 b 2 is larger than the rated output of the FC 4 a, the amount of reactive gas that is needed to generate electric power at the same cell voltage is larger in the FC 4 b 2 than in the FC 4 a. Accordingly, when electric power is generated at the same cell voltage, the amount of electric power that is consumed to supply reactive gas to the FC 4 b 2 is larger than the amount of electric power that is consumed to supply reactive gas to the FC 4 a. It should be noted herein that the system 2 a is not controlled in the electric power saving mode, and that the system 2 b can be controlled in the electric power saving mode. Therefore, the above-mentioned effect of reducing the amount of electric power consumption is secured by controlling, in the electric power saving mode, the system 2 b equipped with the FC 4 b 2 in the third modification example.
Besides, the amount of reactive gas that is needed to hold the opening circuit voltage within the same target range for the same period is also larger in the FC 4 b 2 than in the FC 4 a, and the amount of electric power consumed for this purpose is also larger in the FC 4 b 2 than in the FC 4 a. Accordingly, when the system 2 b is controlled in the electric power saving mode, there is a great effect of reducing the amount of electric power consumed in the holding mode.
In each of the above-mentioned embodiments and modification examples, the case where the FC 4 a is controlled in the electric power generation mode or the holding mode in priority has been described, but the disclosure is not limited thereto. For example, the control mode of the FC 4 a and the control mode of the FC 4 b may be replaced with each other at intervals of, for example, a predetermined total running time. Thus, the period to a timing when the components need to be replaced can be prolonged by making the degree of deterioration of the FC 4 a and the degree of deterioration of the FC 4 b equal to each other, and making the degree of deterioration of the auxiliaries for the FC 4 a and the degree of deterioration of the auxiliaries for the FC 4 b equal to each other.
In each of the above-mentioned embodiments and modification examples, the two FC's 4 a and 4 b are provided. However, the fuel cell system may be equipped with three or more fuel cells, and supply devices that supply reactive gas to the fuel cells respectively. In each of the above-mentioned embodiments and modification examples, the two BAT's 8 a and 8 b are provided, but the disclosure is not limited thereto. A single secondary battery that is connected to the FC's 4 a and 4 b in common may be provided, or three or more secondary batteries may be provided. In each of the aforementioned embodiments, the tanks 20Ta and 20Tb corresponding to the FC's 4 a and 4 b respectively are provided, but the disclosure is not limited thereto. Instead of the tanks 20Ta and 20Tb, a tank that is shared by the FC's 4 a and 4 b may be provided, or three or more tanks may be provided.
Each of the above-mentioned embodiments and modification examples adopts the configuration in which anode gas is circulated by the HP's 29 a and 29 b, but the disclosure is not limited thereto. For example, there may be adopted a configuration in which anode gas is circulated by an ejector instead of at least one of the HP's 29 a and 29 b. In the case where the ejector is adopted instead of the HP 29 b, the anode flow channel in the FC 4 b can be scavenged by injecting anode gas from the INJ 26 b in the scavenging mode.
The above-mentioned fuel cell system is mounted in a vehicle such as a private vehicle, a bus, a refrigerator vehicle, a freezer vehicle or the like, but the disclosure is not limited thereto. For example, the fuel cell system may be stationary. Besides, the vehicle may not necessarily be an automobile, but may be a two-wheel vehicle, a railroad vehicle, a ship, an airplane or the like. Besides, the vehicle may be a hybrid vehicle that can be driven by a combination of a motor and an internal combustion engine.
Although the preferred embodiments of the disclosure have been described above in detail, the disclosure should not be limited to the specific embodiments thereof, but can be subjected to various modifications and alterations.

Claims (12)

What is claimed is:
1. A fuel cell system comprising:
a fuel cell unit that is composed of a plurality of fuel cells including a first fuel cell and a second fuel cell;
a first supply device and a second supply device that supply reactive gas to the first fuel cell and the second fuel cell respectively; and
a control device that is programmed to control running of the first fuel cell and the second fuel cell and operation of the first supply device and the second supply device, wherein
the control device is programmed to suspend electric power generation by the first fuel cell and drive the first supply device to hold an opening circuit voltage of the first fuel cell within a target range, and suspend electric power generation by the second fuel cell and stop driving the second supply device when an output power P required of the fuel cell unit is equal to 0.
2. The fuel cell system according to claim 1, wherein
the control device is programmed to cause the electric power generation by the first fuel cell and suspend the electric power generation by the second fuel cell when the required output power P is larger than 0 and equal to or smaller than a threshold value of H that is larger than 0, and cause the electric power generation by the first fuel cell and the second fuel cell when the required output power P is larger than H.
3. The fuel cell system according to claim 1, wherein
the control device is programmed to cause the electric power generation by the first fuel cell and the second fuel cell when the required output power P is larger than 0.
4. The fuel cell system according to claim 2, wherein
the control device is programmed to drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when the required output power P is larger than a threshold value of L that is equal to or larger than 0 and smaller than H, and equal to or smaller than H.
5. The fuel cell system according to claim 2, wherein
the control device is programmed to suspend the electric power generation by the second fuel cell and stop driving the second supply device when the required output power P is larger than 0 and equal to or smaller than a threshold value of L that is larger than 0 and equal to or smaller than H.
6. The fuel cell system according to claim 1, further comprising:
a secondary battery, wherein
the control device is programmed to regard the required output power P as equal to 0 when a total output TP required of the entire fuel cell system is equal to or smaller than a threshold value of TH, suspend the electric power generation by the first fuel cell and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range, and suspend the electric power generation by the second fuel cell and stop driving the second supply device when TP is equal to or smaller than a threshold value of TL that is smaller than the threshold value of TH, and drive the first supply device to hold the opening circuit voltage of the first fuel cell within the target range and drive the second supply device to hold the opening circuit voltage of the second fuel cell within the target range when TP is larger than TL and equal to or smaller than TH.
7. The fuel cell system according to claim 6, wherein
a lower limit of the target range of the opening circuit voltage of the first fuel cell is higher when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
8. The fuel cell system according to claim 6, wherein
the target range of the opening circuit voltage of the first fuel cell is wider when TP is equal to or smaller than TL than when TP is larger than TL and equal to or smaller than TH.
9. The fuel cell system according to claim 1, wherein
an average of thicknesses of a plurality of electrolytic membranes included in the first fuel cell is larger than an average of thicknesses of a plurality of electrolytic membranes included in the second fuel cell.
10. The fuel cell system according to claim 1, wherein
a rated output of the first fuel cell is larger than a rated output of the second fuel cell.
11. The fuel cell system according to claim 1, wherein
the control device is programmed to drive the second supply device to scavenge the second fuel cell when water remaining in the second fuel cell can freeze with the electric power generation by the second fuel cell suspended and with driving of the second supply device stopped.
12. A vehicle comprising the fuel cell unit, the first supply device, the second supply device, and the control device of the fuel cell system according to claim 1.
US16/676,933 2018-12-11 2019-11-07 Fuel cell system and vehicle Active 2040-03-11 US11177493B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JPJP2018-231880 2018-12-11
JP2018231880A JP7115279B2 (en) 2018-12-11 2018-12-11 fuel cell system
JP2018-231880 2018-12-11

Publications (2)

Publication Number Publication Date
US20200185744A1 US20200185744A1 (en) 2020-06-11
US11177493B2 true US11177493B2 (en) 2021-11-16

Family

ID=70858928

Family Applications (1)

Application Number Title Priority Date Filing Date
US16/676,933 Active 2040-03-11 US11177493B2 (en) 2018-12-11 2019-11-07 Fuel cell system and vehicle

Country Status (4)

Country Link
US (1) US11177493B2 (en)
JP (1) JP7115279B2 (en)
CN (1) CN111313073B (en)
DE (1) DE102019129298A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7042309B2 (en) * 2020-07-27 2022-03-25 本田技研工業株式会社 Power supply control system and power supply control method
JP7327378B2 (en) * 2020-12-25 2023-08-16 トヨタ自動車株式会社 fuel cell system
FR3120828A1 (en) * 2021-03-17 2022-09-23 Airbus Operations (S.A.S.) Hydrogen storage system and aircraft comprising a hydrogen storage system.
CN114709460B (en) * 2022-03-16 2023-12-19 东风汽车集团股份有限公司 Dual system for fuel cell and start control method thereof
DE102023205111A1 (en) 2023-06-01 2024-12-05 Robert Bosch Gesellschaft mit beschränkter Haftung Method for operating a fuel cell system and fuel cell system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62150664A (en) 1985-12-25 1987-07-04 Hitachi Ltd Fuel cell power generation system
US20020177018A1 (en) * 2001-05-23 2002-11-28 Fuglevand William A. Fuel cell power system, method of distributing power, and method of operating a fuel cell power system
JP2006179242A (en) 2004-12-21 2006-07-06 Nissan Motor Co Ltd Fuel cell system
JP2010055927A (en) 2008-08-28 2010-03-11 Toyota Motor Corp Fuel cell system
US20160141905A1 (en) * 2014-11-15 2016-05-19 Toyota Jidosha Kabushiki Kaisha Power supply system and voltage control method for fuel cell
WO2018163964A1 (en) * 2017-03-10 2018-09-13 東京瓦斯株式会社 Fuel cell system and fuel cell control program

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001143735A (en) * 1999-11-12 2001-05-25 Isuzu Motors Ltd Vehicle fuel cell system
JP2002334711A (en) * 2001-05-09 2002-11-22 Fuji Electric Co Ltd Operating method of polymer electrolyte fuel cell power generator
JP2005032587A (en) * 2003-07-07 2005-02-03 Denso Corp Fuel cell system
EP1501146A3 (en) * 2003-07-24 2007-04-25 Matsushita Electric Industrial Co., Ltd. Fuel cell system, fuel cell operation method, program, and recording medium
JP4811626B2 (en) * 2003-08-25 2011-11-09 トヨタ自動車株式会社 Fuel cell system for vehicle and electric vehicle
JP2006338967A (en) * 2005-05-31 2006-12-14 Equos Research Co Ltd Fuel cell system and control method thereof
US20080107933A1 (en) * 2006-11-02 2008-05-08 Gallagher Emerson R Fuel cell hibernation mode method and apparatus
JP5007665B2 (en) * 2007-02-05 2012-08-22 トヨタ自動車株式会社 Fuel cell system
JP5252866B2 (en) * 2007-09-20 2013-07-31 ヤマハ発動機株式会社 Fuel cell system and transportation equipment including the same
JP4274278B2 (en) * 2007-10-31 2009-06-03 トヨタ自動車株式会社 Fuel cell system
JP5315813B2 (en) * 2008-06-24 2013-10-16 パナソニック株式会社 Distributed power generation system and control method thereof
JP2012504848A (en) * 2008-10-03 2012-02-23 ユーティーシー パワー コーポレイション Low power control of fuel cell open-circuit voltage
JP4888519B2 (en) * 2009-05-25 2012-02-29 トヨタ自動車株式会社 Fuel cell system and control method thereof
WO2011010365A1 (en) * 2009-07-21 2011-01-27 トヨタ自動車株式会社 Fuel cell system
EP3211744A4 (en) * 2014-10-23 2018-05-30 Kyocera Corporation Power supply device, power supply system, and power supply method
JP6292405B2 (en) * 2014-11-14 2018-03-14 トヨタ自動車株式会社 FUEL CELL SYSTEM AND FUEL CELL SYSTEM OPERATION CONTROL METHOD
JP6229642B2 (en) * 2014-11-15 2017-11-15 トヨタ自動車株式会社 Power supply system and fuel cell voltage control method
JP6586281B2 (en) * 2015-03-27 2019-10-02 京セラ株式会社 Control method, control device, and power supply system
JP6304141B2 (en) * 2015-06-24 2018-04-04 トヨタ自動車株式会社 Fuel cell system
EP3324472A4 (en) * 2015-07-16 2018-06-27 Panasonic Intellectual Property Management Co., Ltd. Fuel cell system and operating method for same
JP6350556B2 (en) * 2016-02-15 2018-07-04 トヨタ自動車株式会社 Fuel cell system and fuel cell scavenging method
CN106711479A (en) * 2017-01-06 2017-05-24 东莞氢宇新能源科技有限公司 A fuel cell start-stop protection control method and system

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62150664A (en) 1985-12-25 1987-07-04 Hitachi Ltd Fuel cell power generation system
US20020177018A1 (en) * 2001-05-23 2002-11-28 Fuglevand William A. Fuel cell power system, method of distributing power, and method of operating a fuel cell power system
JP2006179242A (en) 2004-12-21 2006-07-06 Nissan Motor Co Ltd Fuel cell system
JP2010055927A (en) 2008-08-28 2010-03-11 Toyota Motor Corp Fuel cell system
US20160141905A1 (en) * 2014-11-15 2016-05-19 Toyota Jidosha Kabushiki Kaisha Power supply system and voltage control method for fuel cell
JP2016096086A (en) 2014-11-15 2016-05-26 トヨタ自動車株式会社 Power supply system and fuel cell voltage control method
WO2018163964A1 (en) * 2017-03-10 2018-09-13 東京瓦斯株式会社 Fuel cell system and fuel cell control program
US20200044270A1 (en) * 2017-03-10 2020-02-06 Tokyo Gas Co. Ltd. Fuel cell system and fuel cell control program

Also Published As

Publication number Publication date
JP7115279B2 (en) 2022-08-09
US20200185744A1 (en) 2020-06-11
CN111313073A (en) 2020-06-19
DE102019129298A1 (en) 2020-06-18
JP2020095830A (en) 2020-06-18
CN111313073B (en) 2023-03-03

Similar Documents

Publication Publication Date Title
US11177493B2 (en) Fuel cell system and vehicle
US11069909B2 (en) Fuel cell vehicle and method for controlling the same
US11139490B2 (en) Fuel cell system
US11217804B2 (en) Fuel cell system
US8252469B2 (en) Fuel cell system and water discharge control method for the system
US9190679B2 (en) Fuel cell system
US11171349B2 (en) Fuel cell vehicle and control method of fuel cell vehicle
US11145882B2 (en) Fuel cell system
US11462757B2 (en) Fuel cell system
US11139494B2 (en) Fuel cell system and method of controlling the same
US11165080B2 (en) Fuel cell system
US20200144640A1 (en) Fuel cell system
US11094949B2 (en) Fuel cell system
US11239480B2 (en) Fuel cell system
US11258084B2 (en) Fuel cell system and opening/closing method for discharge valve
US11524604B2 (en) Fuel cell vehicle and activation method of fuel cell vehicle
JP2019079757A (en) Fuel cell system
CN119133519A (en) A control device and method for a hydrogen circulation system of a hydrogen fuel cell

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ITO, MASAYUKI;ARAKI, YASUSHI;KANEKO, TOMOHIKO;SIGNING DATES FROM 20190919 TO 20190924;REEL/FRAME:050948/0326

FEPP Fee payment procedure

Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: NOTICE OF ALLOWANCE MAILED -- APPLICATION RECEIVED IN OFFICE OF PUBLICATIONS

STPP Information on status: patent application and granting procedure in general

Free format text: PUBLICATIONS -- ISSUE FEE PAYMENT VERIFIED

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4